Moving Malta Forward - A Proposal for a Metro System - Feasibility Study by peter.p.barbara

M A LTA M E T R O

M O V I N G M A LTA F O R W A R D A PROPOSAL FOR A METRO SYSTEM

FEASIBILITY STUDY

Project Director Mr Donal McDaid Project Manager Mr Tony Lynch

Chairperson and Chief Executive Officer Transport Malta

Mr Joseph Bugeja

Director Sustainable Mobility Manager: Malta Metro Project Study

Mr Peter Paul Barbara

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Message from Minister for Transport, Infrastructure and Capital Projects

Message from Chairperson and Chief Executive Officer Transport Malta

Investing in a sustainable future

Towards Sustainable Mobility

The economic prosperity that our country enjoys is challenging our infrastructure in an unprecedented manner. Conscious of this growth, over the past years, we have been actively analysing projections and developments in transport requirements, stakeholder proposals and experts’ advice to provide a detailed and mature proposal for discussion.

Almost four years ago, Transport Malta embarked on a major study to look at what kind of a mass rapid transport system would be ideal and most suited for Malta while taking into consideration the various challenges that such a small heavily urbanized and motorized island present. This study took into account the physical constraints in which such a system could be implemented with the least possible disruptions to our way of life on the one hand, while on the other, keeping in mind that such a system would need to be easily accessible, functional, efficient, fast, reliable and above all, affordable.

My ultimate vision is to have an effective multi-modal transport system including a Metro system to complement other means of transport, together with ongoing infrastructural projects. The major challenge is to produce an integrated hybrid system which meets future transport needs and fits the Maltese societal and urban fabric without jeopardising its economic feasibility. I am aware that this project will raise many issues of both technical and social nature. This illustrates the importance that families and businesses engage in the consultation process which will enable them to understand how the Metro project may involve them and how Government intends to address any concerns and difficulties in an effective manner. The Metro project will bring great opportunities to our Nation. It will modernise the country and enhance prospects in sustainability, research and innovation. The route to reach the goal is far from easy. Yet, we are ambitious enough to take the challenge to move Malta forward.

Dr Ian Borg Minister for Transport, Infrastructure and Capital Projects

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Dr Ian Borg Minister for Transport, Infrastructure and Capital Projects

Mr Joseph Bugeja Chairperson and Chief Executive Officer Transport Malta

The situation prior to the emergence of the COVID-19 pandemic, was a very clear and distinct one, with an unprecedented increase in economic growth and which in turn brought with it an increase in demand for mobility. This state of affairs was putting pressure on our current transport system, both in terms of transport infrastructure and services alike, with high levels of motorization that in turn also effected public transport despite the fact that patronage on the latter was increasing substantially year on year. This was the scenario from where we started this journey. Being optimistic and assuming that the economic expansion would reoccur, then the economic study being published will still hold, although an update would still be needed to forecast future economic growth and hence transport demand for the post - COVID 19 era. The study started off by carrying out an options analysis of the various possible options of mass rapid transport systems currently available using the latest technologies on the market and those that would be available in the near and foreseeable future. This was followed by the eventual development of the best option, which at this point in time prove to be a hybrid state of the art light rail network, mostly of which will be underground consisting of approximately 35.5 km of rail and 25 easily accessible stations, inclusive of a service and maintenance depot and operations center. Through the publication of this study, we are unveiling this much expected project - The Malta Metro project. Movin g

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Message from Chairperson and Chief Executive Officer Transport Malta

The identification of the proposed network was developed following current and updated transport models and forecasting of people movement, most notably in the Principle Urban Area. The proposed concept of the metro network that was developed is comparable to other similar sized cities with the aim to promote sustainability, development and above all, regeneration of urban centers and ultimately to improve the quality of life of residents and to contribute towards the continuation of economic growth of the country which we have become accustomed to over the last few years. When designing the system, a number of parameters were kept in mind including amongst others; i. the current significant surface-level constraints, ii. to minimize as much as possible the impact at street level, iii. have limited impact on vehicular traffic capacity and above all, iv. an economic and physical urban regeneration in the respective localities where the stations are located. From an implementation point if view, we are fortunate that our ground conditions are favorable for tunneling. The study proceeded with a number of network possibilities and which then were narrowed to a final concept of the network being presented in this document. M ov i n g

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Obviously, this concept is expected to be developed further once the public consultation and market testing exercise kicks off. The study then proceeded with a continuous stake-holder consultation process with the respective main stakeholders especially during the development of the alignment of the network itself. This included discussions and sharing of information with the Utility providers to identify the locations where current services are found at certain depths below street level, such as those of electricity and water, while other considerations were also kept in mind including the location of the water table and so forth. Discussions were also made with a number of authorities and entities where certain stations would have to be built, most in particular where transport demand is forecasted to be substantial and forecasted to potentially even grow further. Station design was done in a way to respect cultural heritage and our urban fabric, with minimalistic design approach and yet which conveys a strong message. Great detail was given in the study, even to the extent to calculate the amount of rock that would be excavated during the construction phase as well as the turning circle of trucks that would be used during the construction phase of the project in the environs of each location, should this project materialize in the future. One needs to put people’s minds at rest, that this study was not a desktop study. It was conducted in the most professional manner with continuous visits by various engineers from our

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Consultancy Group, all experts in their own fields and with years of experience behind their back, in the development and construction of such networks, with expertise varying from transport and planning engineers, station construction engineers and tunnel boring engineers, as well as track and signaling engineers and heat and energy management engineers. In other words, all the expertise one envisages when carrying out projects on such magnitude, scale and technical / engineering complexities. With regards to the construction of the stations, which varies between 20 and 50 meters in depth, we were also had our minds put at rest that during construction of the stations, all the precautions and care would be taken to safeguard any structures above ground, including churches and buildings of high cultural heritage value and importance. Transport Malta and Planning Authorities Officials also visited current construction sites where such projects are being undertaken, including underneath cathedrals and other locations with challenging physical constraints. In the meantime, a branding exercise of the network was also developed and designed by a Milano based design firm, which branding would be implemented throughout the suggested network The eventual system, if implemented would be accompanied by a reformed bus network, which would interchange with the respective underground stations, with smaller buses but with added frequency and outreach.

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This study is just the beginning of a long process. Once the network is defined than additional studies need to be carried out in order to reduce the risks which are in-built in the current scenario and once the risks are reduced, a much clearer cost model would emerge. Additional economic and financial models need to be carried out in order to evaluate the best financial model to be used to finance and operate the network. On the other hand other studies need to be carried out to affirm the alignment through a more thorough geo-technical and utility studies along the alignment and at each station. This would be accompanied by seismic monitoring over a period of time to gauge rock stability while also carrying out the necessary environmental studies and impact studies. If the process continues with the current pace and the appropriate resources are put in place, with prefect planning, the network would be fully delivered and fully functional in about fifteen to twenty years from now. It would be an investment for our future generations.

Mr Joseph Bugeja Chairperson and Chief Executive Officer Transport Malta

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Message from Director Sustainable Mobility Transport Malta

Introductory Note on the Impact of Covid 19 The advent of the Covid 19 pandemic has resulted in a dramatic shift in the socioeconomics of all nations across the globe. The future landscape is uncertain as we balance our healthcare realities alongside economic challenges. What is certain is the need to invest in our nation and our people. The recent announcement of our 2021 Budget has provided us with an opportunity to make this investment part of our economic stimulus package, in response to Covid 19. Over the past decade Malta’s economic model has focused on GDP growth, jobs, tourism, property and transport but, the onset of Covid 19 has honed our ambition on delivering a future economic approach that also supports our environment, quality of life, and social structure. The need to create an ecosystem that encourages innovation and supports our environment, is greater today than ever before. Investment in sustainable and efficient public transport services is a fundamental component of Malta’s transport approach, as referenced in our National Transport Strategy 2050 (NTS) and the Transport Master Plan 2025 (TMP). With investment in our transport infrastructure and services to be delivered over decades, our country should benefit from positive long-term high-level living standards, economic growth, environmental quality and climate change. Transport Malta proposes the construction of a light metro system for the Principal Urban Area (PUA) of Malta. This proposal follows the recommendation in the Transport Masterplan

(TMP) 2025 to build a mass rapid transit system for the region, to address current issues with the transport network, such as high levels of congestion. In 2017, supported by international consultants Arup, we embarked on a mass transport study to investigate the feasibility of constructing an underground Metro system for Malta. As part of our work, we actively analysed projections and developments in transport requirements, stakeholder proposals and experts’ advice, to provide specific detail on the investment required, geographic reach, construction timeline, societal impacts, and the ultimate socioeconomic benefits. The pandemic has resulted in the delayed release of this report, but we believe that it is important to share the work we have done to date with the public for discussion and to get feedback to inform how the project could be progressed. Certain aspects of the report, for example the outline business case, programme and phasing will need to be updated to take account of the current prevailing conditions in Malta and will be undertaken at the next stage as we investigate further the project’s feasibility. Our vision is an effective multi-modal transport system, including a Metro, that will complement other means of transport, together with ongoing infrastructure projects. While the island is undergoing several road-widening projects to address congestion, as well as building new links

between localities, an underground mass transport system would introduce a modern innovative way of travelling that would decrease road congestion and negate major above ground changes to the cityscape. Malta Metro will be a safe, easy to use and accessible to all public transport system. It will cover a wide catchment area, connecting the most populated areas of Malta, linking neighbourhoods and historic areas and supporting urban regeneration and sustainable development. The entire project will be underground, apart from the stations, which will be sunken with ground level access points at street level. These will be designed sympathetically in agreement with the local environment, whether located in a residential, city or historic area. As the economy and population has grown, Malta’s traffic congestion and pollution (air and noise) have significantly exceeded EU average levels. Controlling vehicle emissions is key to meeting future international climate obligations, and to improve air quality and environmental health. Last month, September 2020, (1) the European Commission announced an increase in the existing 2030 emission-reduction target, from 40-percent to 55-percent (on 1990 levels). In order to achieve the EU’s 2050 climate-neutrality target, we must reduce our carbon emissions

coming from transport related areas. Pre-Covid, (2) transport was responsible for 28% of total greenhouse gas emissions in Malta (out of which road transport is responsible for 84%). Controlling vehicle emissions is key to meeting future international climate obligations, and to improving air quality and public health. In addition, delays as a result of traffic congestion are estimated to be three times the EU average, costing our economy in excess of €274 million (3% of GDP) every year. (3) Prime Minister Dr. Robert Abela has confirmed the government’s commitment “to offering new methods of public transport” and shared his thoughts as looking forward to the public issuing of this Report. He stressed the importance on strengthening our working sector and the economy, as well as focusing on the importance of moving forward. Metro Malta will assist in delivering these principles by positioning Malta to emerge from this uncertain timeframe positively, with employment opportunities, integrated sustainable transport infrastructure, reduced traffic congestion, linked urban hubs and a reduced carbon footprint.

1 - 2030 Climate and Energy Framework https://ec.europa.eu/clima/policies/strategies/2030_en 2 - Based on total Greenhouse gas emissions including land use, land use change and forestry for 2015 from the UN Framework Convention on Climate Change. 3 - Malta Metro Near Completion https://lovinmalta.com/news/plans-for-maltas-metro-systemnear-completion-with-public-consultation-needed-next/

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Message from Director Sustainable Mobility Transport Malta

With government investment a key concern, the initial high-level feasibility studies identify that, although the Metro scheme would have high costs in the early years, in due course the benefits will outstrip the ongoing costs. Over the 60-year appraisal period, the net value of the scheme to the Maltese economy is projected to be approximately €2.0bn. Therefore, the benefitcost ratio (BCR) is 1.4 (i.e. for each €1 invested in the project, €1.4 of benefits are expected to be generated over the long term). This benefitcost ratio for the Light Metro System for Malta is typical of other large transport infrastructure schemes around the world. In addition to monetised economic benefits, the scheme is also expected to deliver non-quantified economic benefits including, opportunities for substantial improvements in public realm, adding value to historic areas with the potential to attract increased levels of local economic activity, business productivity benefits from reduced costs from shorter journey times, positive economic impacts from increased tourism spread across the island and, opportunities for increased foreign direct investment as result of the provision of a modern transport network.

The next step is to undertake further research, such as Geotechnical and Seismic Studies, to support the project feasibility and the Statutory Processes. Thereafter we will engage and consult with all public and private stakeholders. We will also conduct market soundings and review the initial outline business case, including potential options for financing and funding, to ensure that all our details are reflective of the overall government commitments, both short-term and longer-term, as we plan for life post Covid 19. With the benefit of this consultation process and input from all stakeholders, we will make a decision on progressing to the Statutory Planning Process. It is envisaged that the Metro network will be developed and delivered on a phased basis. Our goal in Transport Malta is that if this project is approved for implementation, we will strive to deliver an integrated public transport service that will reduce journey times, improve health and well-being, contribute to economic growth and make Malta an even better place to live and work. We look forward to a safe, secure and sustainable future for one and all.

Mr Peter Paul Barbara Director Sustainable Mobility, Transport Malta Manager: Malta Metro Project

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Execut ive Summar y

Sect ion 1

Introduction

Sect ion 2

Policy & Transport Context

Sect ion 3

Options Assessment

Sect ion 4

Emerging Preferred Route

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Emerging Preferred Concept Design

Sect ion 6

Station Layouts

Sect ion 7

Station Area Public Realm Design

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Sect ion 8

Strategic Outline Business Case

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Sect ion 9

Delivering the Scheme

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Executive Summary

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I nt r od uc t i on

Arup has been appointed by Transport Malta to carry out the necessary preliminary technical and economic evaluations to allow Transport Malta to make an informed decision regarding the delivery and subsequent operation of a Mass Rapid Transit system for Malta. The scope of this commission was to study various Mass Rapid Transit systems to mitigate against developing and future congestion levels as part of an overall integrated Transport Masterplan for Malta in the medium-to-long term. An option analysis was carried out between various Mass Rapid Transit options and a light rail underground system covering the Principal Urban Area was identified as the emerging preferred option, delivering an efficient and reliable public transport service for Malta.

The Malta Transport Masterplan 2025 has identified the requirement to prepare initial feasibility studies for the development of a Mass Rapid Transit System. The Transport Masterplan included the following recommendation: Continue the planning and development of a Mass Rapid Transit system with a view to establishing a detailed proposal for public consultation.

The National Transport Strategy 2025 set out the following series of high level objectives for transport in Malta:

Efficient Utilisation of the existing Transport System

Integrated Approach to Planning and Design

Making Room for Innovation and Research

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Encouraging use of Greener Fuels and Vehicles

Creating Modal Shift

Investment in Education, Information and Human Resources

Modernisation, Development and Revitalisation of the Strategic Transport Network to improve Territorial Cohesion

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Sustainable Financing and Fair Competition

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Exis t in g Env ir o nment Traffic Congestion

Public Transport

Malta has a dense road transport network with short travel distances. This combined with limited and unreliable public transport provision has resulted in the dominance of the private car as the primary means of travel resulting in significant congestion and delay.

Malta is currently served by an extensive network of bus routes which have a very large catchment but the existing public transport suffers from a number of issues including:

Poor Pedestrian Environment Whilst there are specific urban core areas with high-quality pedestrian environments, such as within Valletta, the proliferation of private vehicles has led to urban streets becoming very car-dominated in many areas.

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• Long journey times compared to travelling by private car; • Historically unreliable service, with bus services not turning up on time, again this is a result of the current congestion; • Capacity issues both on board along certain routes at and at the main bus termini at Valletta and Mater Dei; and • Infrequent services outside the Principal Urban Area.

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P r oj e c t V i s i on

O p t i ons A s s e ss m ent

The Vision for the Mass Rapid Transit system for Malta includes for the following:

Methodology A two-stage assessment process was adopted as part of the options assessment:

1. A Clean modern public transport system which will be safe, easily accessible and attractive to use 2. A system which covers wide catchment areas to maximise opportunities for both residents and tourists and directly serves key attractors within the Principal Urban Area 3. Station designs which are sympathetic to the receiving environment, in particular in historic areas 4. A Mass Rapid Transit system that promotes urban regeneration and sustainable development 5. Delivery of a Mass Rapid Transit System that has minimal impact on residential amenity in terms of parking provision and road usage 6. Delivery of a Mass Rapid Transit System that provides a balanced approach with respect to the capacity of the existing transport network.

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Stage 1: Mass Rapid Transit Mode Assessment An appraisal of a range of different Mass Rapid Transit systems to serve the Principal Urban Area including: 1. 2. 3. 4. 5.

Bus Rapid Transit; Surface Tram; Underground Light Metro; Elevated Light Metro; and Combined system with an underground Light Metro and a surface Tram.

Stage 2: Mass Rapid Transit Network Assessment – Having identified the most appropriate Mass Rapid Transit system that best meets the project objectives, a number of alternative networks were assessed.

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23 Emerging Preferred Route

Bugibba

Pembroke St. Julian’s

Naxxar

Balluta Sliema Mosta Mater Dei

Gzira

Balzan Ta' Qali

Valletta

Msida Birkirkara Floriana

Attard

Mriehel Hamrun Cospicua Marsa P&R

Marsa Zabbar Paola

Red Line - Naxxar to Pembroke/ Sliema

Fgura

E m e r g i ng P r e f e r r e d R out e

B us N e t wor k R e c onf i g ur a t i o n

The emerging preferred route provides the following:

The underground light metro system is concentrated within the Principal Urban Area in order to provide an integrated public transport network in the densest part of Malta however there would be a need to reorganise the current bus network to feed directly the metro system.

• A public transport system with the maximum degree of priority, allowing it to compete strongly against the private car in attracting users and facilitating travel demands; • A public transport system which has limited impact on existing transport networks, particularly parking and traffic capacity at surface-level; • A public transport system that has the potential to serve the majority of the Principal Urban Area, and which can integrate with key transport nodes, development nodes and historical centres; • A public transport system that can combine with complementary transport systems outside of the Principal Urban Area (a reconfigured bus network) and within the Principal Urban Area (cycle network proposals, ferry services, a network of Park and Ride sites, etc.) and collectively form a multi-modal transport network for the island of Malta with a high level of service offered to patrons; • A public transport system that has a manageable impact on the built and natural environments; and • 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 Mriehel and Marsa.

Regional Bus Services The objective with the regional bus services is to provide frequent services between the regional centres, (i.e. Bugibba, Msida, Maraskala, etc.) to the nearest light metro station area. Local Shuttle Bus Services The objective with the local shuttle bus services is to increase the local catchment of the underground light metro network in the Principal Urban Area and improve the overall passenger experience.

Green Line Birkirkara to Valletta Blue Line Mater Dei to Cospicua/ Airport

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Possible Northern Extension

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E m e r g i ng P r e f e r r e d C onc e p t D e s i g n

Tunnel configuration The emerging prefered concept design has been based on a twin tunnel (each single track) with island platform stations. It will be possible to deliver the tunnels using either a roadheader construction method or a tunnel boring machine. The optimum excavation method will be determined through market soundings taking into account the advice from potential contractors. Rock Reusability A substantial amount of rock (~10 million tonnes) will be generated and the potential for reuse of excavated rock will be a significant consideration for this project. In 2008, a feasibility study carried out by Malta Environmental and Planning Authority identified two areas along the northern coast of Malta where this excavated material could be used. A similar land reclamation project formed part of the construction of Copenhagen’s Metro project. Rail System Operations The movement of trains on modern metro systems is generally highly automated and centrally controlled. The underground light metro proposed for Malta is intended to operate at frequencies which are best operated using driverless operation and that staff are not required on the trains for safe operation. There may be other purposes to provide staff on the train such as security or ticket inspections but the system should not require these staff to operate the train. Station Layouts As part of the concept design for the proposed Mass Rapid Transit system standardised station layouts were prepared for a number of different station types including:

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1. Cavern Stations (i.e Hamrun, Balzan, etc.) Cavern stations will be considered where the opening on the street is limited and access to the cavern-stations are accessed via a sunken entrance court to the side of the cavern. 2. Semi-Cavern/Cut and Cover Stations (Naxxar, Fgura, etc.) - Semi-Cavern Cut & Cover Stations will be considered where the opening on the street is available directly above the station platforms. 3. Double Island Cut and Cover Stations (Mater Dei) - Double-Island Cut & Cover Stations will be considered at Interchange station such as Mater Dei where the opening on the street is available without constraints. In this scenario, the stations are fully cut & cover stations.

Twin tunnel with island platform stations

Station Area Public Realm Design For each of possible station locations public realm proposals have been generated based on the following key principles. • Integration with the existing urban fabric • Minimise the intrusion into historic areas • Promote new urban lifestyle–new stations • Creating a high quality passenger experience

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St at ion Ar ea Public Rea lm D e si g n S am p le s

Valletta

St. Julian’s

Sliema

Bugibba

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St rat e gic Outline Busine ss Cas e

Th e E co n o m i c C ase

The Case for Change

Modal Change

Value for Money

The emerging insufficiencies in Malta’s internal transport infrastructure and management are posing significant constraints to the country’s living standards, economic growth, environmental quality and climate change performance.

Across Malta, the metro is expected to increase public transport mode share by 30% by encouraging people from both the private car and bus to the metro system.

The light metro scheme has high costs in the early years, and in due course, the benefits outstrip the ongoing costs. In economic terms the investment “breaks even” after 37 years (i.e. the economic benefits to date exceed the costs to date after 37 years). Over the 60-year appraisal period:

As the economy and population continue to grow, traffic congestion and pollution – air and noise - are exceeding EU average levels. Controlling vehicle emissions is key to meeting future international climate obligations by Malta, and to improving air quality and public health. In addition, delays as a result of traffic congestion are estimated to be three times the EU average, costing the economy in excess of €274 million (3% of GDP) every year. A lack of action to address these issues could lead to increasing levels of congestion, and limited connectivity and mobility for businesses and individuals. It could detract from the attractiveness, accessibility and walkability of urban areas, curtailing tourist experience and spending, and leading to increased costs for the national and private health systems, as well as deterioration in living standards and social development. To meet these challenges, and to equip Malta for the opportunities of the twenty-first century a light metro system is proposed.

The proposed metro system will result in a : • 12 minute journey time saving on average for all public transport users • 2 minute journey time saving on average for all car users for the entire country including for all trips outside of the Principal Urban Area • 25,000 tonnes of CO2 saved • 263 traffic accidents avoided Without Metro

In addition to monetised economic benefits, the scheme is also expected to deliver non-quantified economic benefits including: • opportunities for substantial improvements in public realm, adding value to historic areas with the potential to attract increased levels of local economic activity • business productivity benefits from reduced costs from shorter journey times • positive economic impacts from increased tourism as the scheme helps attract tourists to new locations across the island • opportunities for increased foreign direct investment as result of the provision of a modern transport network

• the net value of the scheme to the Maltese economy is some €2.0bn. • the benefit-cost ratio (BCR) is 1.4, that is, for each €1 invested in the project, €1.4 of benefits are expected to be generated over the long term The benefit-cost ratio for the Light Metro System for Malta is typical of other large transport infrastructure schemes.

17% 11% Comparison of benefit cost ratio with other schemes

72% London Crossrail, UK London Underground Jubilee Line Extension (ex-post), UK London Crossrail,

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The Metro system will : • Reduce journey time • Have health and well-being impacts • Make Malta an even better place to live and work • Contribute to economic growth

2.0

22% 11% 67%

1.8

Metro, Australia London Underground Jubilee Line Sydney Extension (ex-post), UK

1.5

Light MetroMetro, System, Malta Sydney Australia

1.4 1.5

Gozo-Malta Permanent Link, Malta Light Metro System,

1.1

Honolulu Metro System, USA Gozo-Malta Permanent Link, Malta

1 1.1

London Underground Jubilee Honolulu Line Extension (ex-ante),USA UK Metro System, London Underground Jubilee Line Extension (ex-ante), UK

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F und i ng a nd f i na nc i ng t he s c he m e

Phasing of the proposed system

Costs The major costs associated with the Light Metro System include the capital and ongoing costs of building, operating, maintaining and renewing the system over its construction period and operating lifetime.

Bugibba

Pembroke

The Mass Rapid Transit system is expected to be delivered in a phased basis with phase 1 of the proposed scheme presented along with the projected capital and annual operating costs. Phase 1 includes the part of the system where the greatest passenger demands are to be expected. Below shows the annual operating costs for the full network and phase 1.

Light Metro System capital costs and annual operating costs and revenues in 2030 St. Julian’s

Naxxar

Capital costs (€ million 2017 prices, excluding contingency and optimism bias)

Balluta Sliema

Total costs

Mosta Mater Dei

Metro operating costs Valletta

Msida

Farebox revenue

Birkirkara

Annual Nett Costs

Floriana

Attard

Full network

2,706

4,306

-30

-53

Gzira

Balzan Ta' Qali

Phase 1

Mriehel Hamrun

For phase 1 the total funding gap (project revenue less project costs) in Net Present Value (NPV) terms is €2,358m which is equivalent to an annual amount in 2017 prices of €338m (Indexed) over 19 years between 2030 and 2048 such that the project breaks even in NPV terms. The introduction of additional funding schemes such as the extension of low emission zone, a fuel duty supplement, etc. could reduce this funding gap in NPV terms to €1,875m.

Cospicua Marsa P&R

Marsa Zabbar Paola

Fgura

Phase 1 Phase 2

Phase 3

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D e l ive ring the Sc heme Delivery Organisational Structure

Light Metro System Management

A number of potential commercial models are available that could be adopted to successfully deliver the scheme infrastructure and services. These models are proven approaches with which the rail market and financial institutions are familiar with and which have been employed by rail scheme promoters in differing international contexts. We suggest that a model whereby a project team, potentially a new directorate within Transport Malta, or an arms-length entity (special purpose vehicle, or SPV) reporting into Transport Malta and the Minister for Transport, Infrastructure and Capital Projects would deliver the scheme. This is a similar model to the one used in many recent major construction projects, such as Milan Metro Line 5, and London Crossrail.

Director Light Rail Metro Programme

Ministry for Transport, Infrastructure and Capital Projects Deputy Director Infrastructure

Transport Malta

Market Soundings There is significant benefits in bringing the project to market soundings to understand the appetite on both contractors and financers with respect to the delivery of a metro system for Malta.

Malta Light Metro Premium / Subsidy

Capital payments, riskshare agreements

Construction contractor(s)

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Passenger Revenue Contracts can be

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The new Light Metro System will require consideration of relevant safety regulations, many of which would be at the EU level. Most importantly from a management perspective, Malta would need to establish an authority pursuant to Article 30 of Directive 2001/14/EC with the responsibility of governing safety regulation for any type of mass rapid transit system. An example would be the Office of Rail and Road in the UK, which is responsible for overseeing safety and the granting of necessary operational licenses, and the Transport Regulation Authority (Autorità di Regolazione dei Trasporti) in Italy. Public Consultation It will be important that the concept network for the light metro project is presented to both the general public and key stakeholders to ensure that there is a general understanding of the proposal itself but to also allow feedback to be gathered on the scheme and integrated into the emerging design proposals for the light metro system.

Deputy Director Regulatory

Potential Light Metro System organisational chart

Regulatory Structure and Railway Safety Authority Regulatory structure and Railway Safety Authority

Deputy Director Governance

Deputy Director Operations

Link to Other Programmes Public Realm Improvements Bus Service Rationalisation

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Development Planning As outlined in the Malta Development Planning Act 2016: Article 70, no development may be carried out unless development permission has been granted, therefore under this regulation the underground light metro project will require development permission. Detailed policy support will need to be put in place by the government for any light metro proposal. Accordingly, it is likely that the process for achieving Development Permission for any such project would include the following stages: 1. Publication of a draft Development Brief or Local Plan for the metro project, consultation on that Plan and subsequent adoption by the Planning Authority; 2. Preparation of an application for Development Permission. The application is considered by the Planning Board (being the ‘Consenting Authority). Environmental Assessment Before consent is granted for the project an Environmental Impact Assessment is to be carried out in accordance with the European Union’s Environmental Impact Assessment Regulations. The Assessment would consider a wide range of environmental impacts that are likely to result from the development and describe mitigation measures that would be required.

P r oj e c t P r og r a m m e An initial project programme has been generated which is subject to both funding and planning requirements. Further development of the construction programme will be required during the future stages of the project. Planning Approvals ......................................... Metro Operations Commence - Phase 1 ........ Metro Operations Commence - Phase 2 ........ Metro Operations Commence - Phase 3 ........

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2021 2029 2035 2040 Movin g

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Introduction

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Commis sion

N a t i ona l T r a ns p or t O bj e c t i v e s

Arup has been appointed by Transport Malta to carry out the necessary preliminary technical and economic evaluations to allow Transport Malta to make an informed decision regarding the delivery and subsequent operation of a Mass Rapid Transit system for Malta. The scope of this commission was to study various Mass Rapid Transit systems to mitigate against current and future congestion levels as part of an overall integrated Transport Masterplan for Malta in the medium-to-long term. An option analysis was carried out between various Mass Rapid Transit options and a light rail underground system covering the Principal Urban Area was identified as the emerging preferred option, delivering an efficient and reliable public transport service for Malta.

The National Transport Strategy (2025) has set out a series of high level objectives for transport in Malta and has acknowledged the inability of the current transport network to continue meeting travel demands by private transport. It has identified a need for a shift towards more sustainable travel modes. The Malta Transport Masterplan (2025) has identified the requirement to prepare initial feasibility studies for the development of a Mass Rapid Transit System. The Transport Masterplan included the following recommendation: Continue the planning and development of a Mass Rapid Transit system with a view to establishing a detailed proposal for public consultation.

The National Transport Strategy (2025) sets out the following series of high level objectives for transport in Malta:

Efficient Utilisation of the existing Transport System

Creating Modal Shift

Encouraging use of Greener Fuels and Vehicles

Integrated Approach to Planning and Design

Modernisation, Development and Revitalisation of the Strategic Transport Network to improve Territorial Cohesion

Investment in Education, Information and Human Resources

Making Room for Innovation and Research

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Sustainable Financing and Fair Competition

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Cu rren t Tr a nspor ta tion P o si t i o n

The current transport network experiences a number of issues which prevent its efficient operation. The key transport issues, particularly in the Principal Urban Area include: Traffic Congestion Malta has a dense road transport network with short travel distances which has resulted in the dominance of the private car as the primary means of travel, resulting in significant congestion and delay. The primary delays are along the TEN-T network including Triq Aldo Moro, Triq Dum Karm, etc. and within the city centres/tourist centres, (i.e. Sliema, Mosta, Msida, etc. However, it is acknowledged that the recent and ongoing improvements to the TEN-T network have improved journey times which will accommodate some of the short to medium term transport requirements.

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Poor Pedestrian Environment

Air and Noise Issues

Public Transport

Whilst there are specific urban core areas with high-quality pedestrian environments, such as within Valletta, the proliferation of private vehicles has led to urban streets becoming very car-dominated in many of the localities. Many streets are heavily-occupied with on-street parking due to the lack of off-street parking and reliable alternative public transport. The demand for on-street parking is often facilitated to the detriment of pedestrian facilities. Furthermore, it is evident that there are deficiencies in the quality of the pedestrian environment, with numerous examples of substandard or missing footpaths, lack of crossing facilities and poor surfacing issues common in many of the localities.

The World Health Organisation – Environmental and Health Performance Review of Malta (2009) noted the following key conclusions with respect to its review of the environment and health of the nation.

Malta is currently served by an extensive network of bus routes which have a very large catchment but the existing public transport suffers from a number of issues including:

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• The main health and environmental concerns in Malta are urban outdoor air pollution, lack of physical activity and nitrate concentration in groundwater; and • Road traffic is of high national concern, contributing not only to air and noise pollution but also affecting the risk of road crashes and reduced physical activity.

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• Long journey times compared to travelling by private car; • On street congestion resulting in bus services not turning up on time on occasion; • Capacity issues both on board along certain routes and at the main bus termini at Valletta and Mater Dei; • Infrequent services outside the Principal Urban Area.

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M a s s R a p i d T r a ns i t F e a s i bi l i t y S t ud y

The feasibility study included the following key tasks to determine the most appropriate Mass Rapid Transit system to serve the existing and growing transport demands in Malta: • Catchment analysis to determine the areas of highest travel demand in Malta; • A review of future planning policy in Malta to understand both future travel demands and determine how a Mass Rapid Transit system can align with other key planning objectives for Malta; • Site visits to understand the extent of existing transportation network issues in Malta and determine both potential opportunities and challenges to the delivery of alternative Mass Rapid Transit systems; • Meetings with key stakeholders to understand potential synergies and conflicts with both existing and planned infrastructure projects in Malta; • A comparison of Mass Rapid Transit systems in place in comparable European cities to benchmark the proposals for Malta; • A Mass Rapid Transit mode assessment to determine which mode would be most suitable for implementation in Malta; • A Mass Rapid Transit Network Assessment to determine the extent of the network which would be most suitable for implementation in Malta; • The preparation of a geometric alignment of the emerging preferred route to ensure it meets best practice design requirements; • The reconfiguration of the existing bus network to reflect the changing travel patterns associated with the delivery of a Mass Rapid Transit system for Malta; • The preparation of desktop studies to determine the qualities of the existing geology of the study area and the optimum tunnelling

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technique and station construction best suited in the Maltese context; The preparation of studies to determine possible rail system operations including the use of driverless operations; The review of Mechanical, Electrical and Public Health requirements needed to deliver the Rapid Transit system and assist with sizing the proposed stations located along the emerging preferred route; The preparation of indicative architectural plans for the different types of stations possible along the emerging preferred route; Site visits to each of the proposed station locations to develop an understanding of existing travel demands and local characteristics; The preparation of urban realm designs for each of the station locations to demonstrate the possible integration of the proposals into the existing environment; The preparation of a Strategic Outline Business Case for the emerging preferred route to include: - A strategic business case; - An economic business case; - A financial business case; - A commercial business case; and - A management business case. The assessment of the likely change in travel demand following the delivery of the emerging preferred route using Transport Malta’s National Transport Model; The preparation of a project delivery programme and requirements needed to deliver the project through the statutory planning process; and The preparation of public consultation material.

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Pro jec t V ision The Vision for the Mass Rapid Transit system for Malta includes for the following:

A sys tem wh ich covers w ide catchment areas to maximis e op po rtu n ities fo r b oth res iden ts and to u ris ts an d dir ectly s erves key attr acto r s with in the Prin cipal Urban Area

A Cl e a n m od e r n pu b l i c tr ansp or t sys te m which will b e s a f e , e asily a c c e ssi b l e and a t t ra c t i ve to use

3 S t at ion des ign s wh ich are s ympath etic to th e receivin g en viro n men t, in particu lar in h is to ric areas

A M a s s Ra p i d Tr a ns i t s y s t e m t ha t p r omot e s ur ba n re g e ne r at i on a nd sust a i na bl e d eve l opm e nt

5 D e l i v e r y of a M a s s Ra p i d Tr a ns i t S y s t e m t ha t ha s mi ni ma l i mp a ct on re si d e nt i a l a m e ni t y in t e r ms of p a r k i ng p r ov i s i on a nd r oa d us a g e

D e l i ve ry o f a M a s s R ap i d Tr a nsi t Sy ste m t ha t p ro vi d e s a b a l a n c e d ap p ro ac h w i t h re sp e c t to th e ca pac i t y o f th e exi st i n g tr an s p o r t ne t wo r k

Moving Malta Forward

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Policy & Transport Context

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St u dy Ar ea

P ol i c y D oc um e nt s

The proposed Mass Rapid Transit system has concentrated on the Principal Urban Area as this is where the projected travel demands are greatest and where the greatest return in terms of patronage is most likely. This will deliver economic benefits in terms of reduced traffic congestion and improved overall travel journey times. However, wider regional access to the Mass Rapid Transit system will also be required in terms of restructuring the existing bus services.

Transport Strategy 2050

Transport Masterplan 2025

The National Transport Strategy (NTS) presents the long term strategic goals in terms of the transport system to serve Malta. The NTS includes measures on how to both deliver this vision and measure its performance throughout the lifetime of the Strategy. The national vision which has shaped the development of the National Transport Strategy is as follows:

The Malta Transport Masterplan 2025 identified the requirement to establish a plan with respect to the development of Mass Transit System for Malta. The Transport Masterplan included the recommendation to:

“Continue the planning and development of a Mass Rapid Transit system with a view to establishing a detailed proposal for public consultation”

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‘To provide a sustainable transport system which is efficient, inclusive, safe, integrated and reliable for people and freight, and which supports attractive urban, rural and coastal environments and communities where people want to live and work: now and in the future’.

Key Objective The primary objective of such a scheme is to mitigate against current and future congestion levels as part of an overall integrated Transport Masterplan for Malta and the delivery of the Mass Rapid Transit System needs to ensure a minimal impact on both parking and traffic capacity within the study area.

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S t r a t e g i c P l a n f or E nv i r onm e nt & D e v e l op ment

The 2015 Strategic Plan for Environment & Development (SPED) provides a long-term spatial strategy for the environment and development. The SPED Vision included the following: • The Urban Area shall become an attractive place where people live, work, play and interact with each other. It shall be clean, pollution free, safe, green, distinct and evoke a sense of openness; and • The Urban Area shall have a network of economically dynamic urban hubs and walkable neighbourhoods with clusters of local facilities, its historic cores shall become vibrant and their townscapes harmonious.

The Existing Travel Patterns noted in SPED included the following:

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• Urban sprawl can be addressed through higher densities, but care is needed to avoid associated negative impacts at a local level; • The quality of urban settlements has been affected by an increase in densities, with a shift to apartments as opposed to individual dwellings – apartments accounted for 64% of all new dwellings permitted in 2000, rising to 90% in 2007 and dropping back to 84% in 2020 and 81% in 2012; • People are migrating out from historic cores, due to factors such as the condition of certain properties due to age, lack of amenities, small rooms and the provision of transport infrastructure which is not considered sufficient to support a modern 21st century lifestyle; • High car dependency is impacting in Urban Conservation Areas and building new car parks would be a difficult task as there would be a risk of damage to the historic fabric of the Conservation Areas.

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The Key Travel Pattern Objectives included the following: • To facilitate a modal shift through the provision of an integrated transport network and a parking framework whilst minimising their adverse environmental impacts particularly on protected areas and species; • To facilitate the provision of an efficient public transport service and other green modes; • To ensure the continuing efficient operation of the Harbours and Airport whilst minimising adverse environmental impacts; • To accommodate socio-economic development in those parts of the Urban Area well served by public transport and existing infrastructure, to contain urban sprawl and minimise the need to travel; • To improve the townscape and environment in historic cores and their setting with a presumption against demolition of property worthy of conservation; and • To identify, protect and enhance the character and amenity of distinct urban areas. The delivery of a Mass Rapid Transit system addresses the issue of traffic and car parking impacting on the historic areas as well as encouraging a greater number of people to remain and migrate back to these historic areas. The provision of an Mass Rapid Transit system supports greater building densities within the Principal Urban Area and reduces pressure for development in the Rural Area. Finally, the system facilitates a modal shift away from the private car and will aid improvements to the townscape and environment in the Principal Urban Area.

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Pjazza A De Paule, Paola

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E x i s t i ng T r a ns p or t N e t wor ks Road Network Private car ownership in Malta is high, with the number of passenger cars per 1000 inhabitants in 2016 (eurostat) recorded at 615, the European Union average is 505. In fact it has the highest car ownership levels in the EU after Luxemburg and Italy. The road network in Malta is made up of the TEN-T Core and Comprehensive networks. Malta’s road network is extensive when considering it’s geographical area, with over 2,400km of paved road as of 2014. The TEN-T network represents less than 5% (112km) of this total road network. Within the Principal Urban Area, the street pattern is generally characterised by either narrow streets serving the historic areas (i.e. High Street, Balzan), busier through routes which support on-street parking (i.e. St Joseph Street, Hamrun), and busy central districts (i.e. Paola). In addition to the narrow streets within the Principal Urban Area the topography of the area includes a number of steep gradients including along the north harbour coast between Sliema, Balluta, St. Julian’s, etc. as well as to the south between Marsa and Paola and outwards towards Malta International Airport. In general, the street pattern within the Principal Urban Area with the exception of the TEN-T network is narrow and supports both residential and employment based on-street parking. There are little opportunities within this existing network to provide surface based priority for public transport services without significant impacts on traffic capacity and on-street parking provision, unless a policy of on-street car parking removal is put in place. Road Network Upgrades The TEN-T network has been extensively Movin g

upgraded over the past 15 years, to the extent that approximately 73% of the Core network and 32% of the Comprehensive network is now complete. The current transport policy is to complete both the Core and Comprehensive TEN T networks in the short to medium term. The Transport Masterplan 2025 identifies a number of major road improvements which are required across the TEN-T networks for implementation in the timeframe up to 2025. A number of major infrastructure projects have recently been completed including the upgrade of the Kappara junction.The Marsa Addolorata junction has commenced construction and will further enhance traffic conditions along the TEN-T network. Public Transport Since 2015, Malta’s public transport network consists of a fleet of buses operated by a private company (Spanish operator ‘Autobuses de León’) under the branding of ‘Malta Public Transport’, governed by a concession agreement with the government. The bus network coverage in 2014 totalled approximately 2,600km. The concessionary bus service is complemented by a range of unscheduled bus services (coaches, taxis, minibuses, etc.) and school-related bus transport. The revision of the public transport network carried out as part of the 2015 re-launch, as well as the introduction of the ‘Tallinja’ travel card scheme in Malta, have contributed to a significant increase in patronage, with approximately 43m passengers in 2016 (up 8% from 2015). There has been a registered 15% increase in public transport users in the first three months of 2017 compared to the same period in 2016.

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E x i s t i ng T r a ns p or t N e t wor ks

While, there are sections of the bus network which have public transport priority in place, these are often open to use by other traffic (for example car-pooling vehicles, taxis, motorcycles, etc.). The overall extent of bus priority is limited, and is generally concentrated around Valletta, Floriana and Sliema, with some additional priority in the Marsa area. There are a number of ferry services operating in Malta with the most important service connecting Malta (Cirkewwa) to Gozo (Mgarr) as this is the only means of transport connection between the two main islands of Malta, however, there are two active proposals in place to further improve accessibility to Gozo including a road tunnel connecting Gozo with Malta and a new fast ferry service connecting Valletta with Mgarr. There is also an international ferry connection between Malta (Valletta) and Sicily (Pozzallo) in Italy. Existing Bus Services on the island of Malta

Metro Station in Stockholm_ Sweden_(c) Carol Yuen2 M ov i n g

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Within the Principal Urban Area, there are crossharbour ferry services between the Three Cities and Valletta in the Grand Harbour on one side and between Sliema and Valletta on the other. These services are popular with tourists (with an increase in services during the summer period), however these are also used by commuters with weekly, 3 month, 6 month and annual passes available. Transport Malta is planning three new ferry routes and birthing facilities, one from St. Paul’s Bay to Valletta , one from St. Julian’s and another at Ta’ Xbiex. In addition, all landing ferry sites both existing and new will be upgraded to include passenger waiting facilities and real time inter-modal information. Of significance is the fact that travel by bus involves a much longer journey time than that by private car, when considering walking distance to stops and associated waiting times. Although it is recognised that the catchment of the bus services is good with the average distance between stops

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being 450m, and with 75% of the population within less than 5 minutes walk, the majority of the extra journey time is associated with waiting at the bus stop and congestion. In terms of journey times, the average by public transport is 48 minutes compare to only 19 minutes by car; this journey time differential coupled with unrestricted, free parking in most localities shows the lack of attractiveness associated with the current public transport system when compared to private car usage. European Cities Comparison An assessment of all European city regions of the same size as the Principal Urban Area has been examined and the following key findings determined: • All had some form of local bus service in place regardless of whether or not they had other public transport modes in place (i.e. tram, trolleybus, etc.); and • In total, 63% of the cities examined had either tram or trolleybus lines serving the city region, and if cities in the United Kingdom are removed from the list this would rise to 78%. This clearly identifies that when the Principal Urban Area is compared to other European cities that the introduction of a light rail/tram/trolleybus system could be considered typical. In terms of metro or heavy rail systems, many of the European cities review were also served by a regional or national rail service, which as an island is not possible for Malta. However only two cities (Sunderland and Bari) have urban Metro systems. Sunderland is served as part of the Tyneside Metro system which also serves the greater Newcastle area with a population in excess of 1.5 million, while Bari has a single split line serving the Airport and a nearby satellite town.

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Options Assessment

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O pt ion s Assessment Methodology A two-stage options assessment process was adopted as follows:

Stage 1 Mass Rapid Transit Mode Assessment Each of the above modes has been assessed under the following criteria:

Stage 1: Mass Rapid Transit Mode Assessment - an appraisal of a range of different Mass Rapid Transit systems to serve the Principal Urban Area including:

Economy: Capital and Operational Costs Public Transport Reliability and Quality Impact on Existing Transport Networks Integration: Transport Network Integration Land-Use Integration Population Catchment Coverage

1. Bus Rapid Transit 2. Surface Tram 3. Underground Light Metro 4. Elevated Light Metro 5. Combined system with an underground Light Metro and a Surface Tram.

Environment: Archaeology and Cultural Heritage; Natural Environment Landscape and Visual

An underground light metro option provides:

The results of this stage 1 assessment are presented below.

Table of Assessment Results Criterion

Sub- Criterion

BRT System

Surface Tram

Light Metro Underground

Capital and Operational Costs Public Transport Quality

Economy

Impact on Existing Transport Networks Network Integration Integration

Land-Use Integration Population Catchments Transport User Safety

Safety

Archaeology and Cultural Heritage Environment

Natural Environment Landscape and Visual

Major Advantage

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Light Metro Underground

From the assessment summary table opposite it can be seen that an underground light metro option represents the most advantageous Mass Rapid Transit mode option, not withstanding its high capital costs.

Safety: Transport User Safety

Stage 2: Mass Rapid Transit Network Assessment – having identified the most appropriate Mass Rapid Transit system that best meets the project objectives, a number of alternative networks were assessed.

Surface Tram

Elevated

Combined

• A public transport system with the maximum degree of priority, allowing it to compete strongly against the private car in attracting users and facilitating travel demands; • A public transport system which has limited impact on existing transport networks, particularly parking and traffic capacity at surface-level; • A public transport system that has the potential to serve the majority of the Principal Urban Area, and which can integrate with key transport nodes, development nodes and historical centres; • A public transport system that can combine with complementary systems outside of the Principal Urban Area (a reconfigured bus network) and within the Principal Urban Area (cycle network proposals, ferry services, etc.) and collectively form a multi-modal transport network for the island of Malta with a high level of service offered to patrons; and • A public transport system that has a manageable impact on the built and natural environments.

Major Disadvantage

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Light Metro Elevated

Stage 2 Mass Rapid Transit Network Assessment As part of the initial network assessment a total of four primary underground light metro network options have been assessed. The network options were derived based on the requirements noted below: • The station areas would serve the primary urban centres in the Principal Urban Area and in particular the historically urban centres (i.e. Birkirkara, Paola, Hamrun, etc.). The primary urban areas were identified from SPED and included the Business Hubs identified in SPED; • 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 the Mater Dei Hospital, Malta International Airport and tourist destinations such as Valletta, Sliema, St. Julian’s, etc.; • The network options would maximise the number of residents living within a 15-minute walk of the station’s catchment per kilometre of underground light metro provided; and • The location of potential station locations would need to consider the geometric requirements of the respective network alignments – i.e. specific station locations would not be feasible due to the alignment constraints imposed on the system below ground (e.g. horizontal curvature, subterranean features, etc.).

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Opt ion s Assessment

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Hlas Zebbug Tarxien

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Option 2

This option comprises a two-line underground light metro system serving both the Northern Harbour area and extending west to Birkirkara. The proposed network is a shorter light metro network (20 kilometres) designed to serve the more populated parts of the Principal Urban Area, with the network centred on the major employment centre at the Mater Dei Hospital/University of Malta site, where the two lines would intersect and where interchange is possible. The remainder of the Principal Urban Area would continue to be served by bus services.

This option comprises a two-line system serving both the northern and southern parts of the Principal Urban Area. The first line (shown as red) travels between Naxxar and the Airport (via Floriana), with split routes serving Zebbug to the west and Zejtun to the south. The second line (shown as blue) is also a split line connecting Valletta with St. Julian’s, and splitting to also serve Sliema. The Floriana station would act as the primary interchange node for Option 2.

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Opt ion s Assessment

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Pembroke St. Julian’s

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St. Julian’s Naxxar

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Balluta

Mater Dei

Balzan

Gzira

Ta’ Qali Attard

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Birkirkara Mriehel

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Paola

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Option 3

Option 4

This option comprises a two-line system; the first line (shown as red) is a split line connecting St. Julian’s/Sliema to the Airport/Zabbar with the second line (shown as blue) connecting Naxxar with Valletta via Birkirkara and Qormi. Under Option 3 the Marsa station area would be the primary interchange node on the system.

This option comprises a three-line system which concentrates on key interchange locations within the Principal Urban Area. The first line (shown as red) is a split line connecting St. Julian’s/Sliema to Naxxar with the second line (shown as blue) connecting Mater Dei with the Airport/Zabbar, and the third line (shown as green) connecting Birkirkara with Valletta via Marsa. The network would include a total of three interchange points, improving the overall flexibility of the network to cater for various light metro running options.

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As s e s s ment Results Each of the alternative networks have been assessed under the following headings and the results are illustrated in the following table: Economy: Capital and Operational Costs; Public Transport Quality; and Impact on Existing Transport Networks Integration: Transport Network Integration; Land-Use Integration; and Population Catchment.

From the assessment table opposite it can be seen that both Options 3 and Option 4 are preferred over Option 1 and Option 2, however Option 4 represents the most advantageous Mass Rapid Transit network option as it would allow for an overall greater flexibility (with respect to the operation of the system) due to the provision of three interchange points, compared to one interchange point proposed under Option 3.

Environment: Archaeology and Cultural Heritage; and Natural Environment

The proposed network in Option 4 would provide: • An extensive public transport system, with maximised flexibility with respect to the running of various configurations of light metro services (for example during the summer months higher frequency can be allocated to specific travel demands based on tourist influx); • A public transport network that would provide for a wide catchment and support the provision of multi-modal interchange nodes to support both regional and local bus services, further increasing the overall catchment of the system; • A network which would have limited impact on parking and traffic capacity in the Principal Urban Area and which would assist the reduction of car-based travel demands within the study area;

• A network where it is possible to travel to any station with no more than one interchange. • A network which would be completely integrated with all key transport nodes in the Principal Urban Area; • 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 development locations including Mriehel and Marsa; • A network which would have manageable impacts on the built and natural environments within the Principal Urban Area; • A network that can be extended further to the north via the light metro station at Pembroke and/or Naxxar; and • A network that connects all of the business districts together with the historic towns and villages in the Principal Urban Area.

Table of Assessment Results Criterion

Sub- Criterion

Option 1

Option 2

Option 3

Option 4

Capital and Operational Costs Economy

Public Transport Quality Impact on Existing Transport Networks Network Integration

Integration

Land-Use Integration Population Catchments

Environment

Archaeology and Cultural Heritage Natural Environment

Major Advantage

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Emerging Preferred Route

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E m e r g i ng P r e f e r r e d R out e

...

The emerging underground light metro network includes for three lines, connecting at 3 interchange locations allowing transfer between the different lines.

3 CHEMATIC ETWORK

Red Line - Naxxar to Pembroke/ Sliema The red line is approximately 16 kilometres long and includes a total of 11 stations. The red line is served directly by a depot at Ta’ Qali and the proposed station here can also serve as a part time station during events at the National Stadium.

Bugibba

Pembroke

Naxxar

St.Julia n’s

Mosta

Sliema

irk

Ta' Qali

Ballut a

Gzira

Attard Msida Mriehel

Vallett a

Cospicu a

Floriana

Hamrun Marsa

Zabbar

Marsa P&R

Fgura Paola

Airpor t . . . 88 . . .

The red line serves the most densest areas with the Principal Urban Area where current travel demands are highest. The red line includes for two major interchange points; the first at Birkirkara where the red line connects with the green line (serving Marsa, Floriana, Valletta, etc.) and the second at the Mater Dei Hospital where the red line connects with the blue line (serving Malta International Airport, Paola, Cospicua, etc.). Blue Line - Mater Dei to Cospicua/ Airport The blue line is approximately 12.5 kilometres long and includes a total of 9 stations. The blue line serves the south harbour area and includes a spur to serve Malta International Airport. The blue line acts as an important north-south link within the Principal Urban Area and the connection to the Airport provides an important link to a key transport interchange point. The blue line includes two major interchange points, the first is at Mater Dei (serving the red line) and the second is at Marsa (serving the green line). The Marsa station has the potential to become a major transit-oriented development zone which could be centred on the light metro station.

alignment contained within the preferred route was shorter (and therefore less expensive) than travelling between Fguara-Cospicua-Zabbar. Green Line - Birkirkara to Valletta The green line is approximately 7 kilometres and includes 6 stations. The green line completes the connectivity between the lines within the central part of the Principal Urban Area allowing for greater system flexibility. The green line serves the historic quarters of Valletta and Floriana and the development zone of Mriehel. As with the other lines, the green line has two interchange nodes; the Birkirkara station area location connecting with the red line, and the Marsa station area connecting with the blue line. Possible Northern Extension The network development allows for the extension of the route towards Bugibba from the proposed light metro station in Naxxar to cater for the strong demand from the northern part of the island. The extension of the northern line is envisaged to be primarily over ground and would serve a rail station on the outskirts of Bugibba. The Bugibba station would include a park and ride site along with set down areas for regional and local bus services, these services will connect with Mellieha, Cirkewwa and onwards to Gozo.

The alignment of the blue line under the emerging preferred option travels from Fgura-ZabbarCospicua which differs slightly from that analysed under the option assessment stage as the rail M ov i n g

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Em e r ging P r e f e rre d Ro u te

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Balluta Sliema Mosta Mater Dei

Gzira

Balzan Ta' Qali

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Msida Birkirkara Attard

Floriana Mriehel Hamrun Cospicua Marsa P&R

Marsa Zabbar Paola

Red Line - Naxxar to Pembroke/ Sliema Green Line Birkirkara to Valletta Blue Line Mater Dei to Cospicua/ Airport Possible Northern Extension

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Fgura

J ou rn ey Times

C a t c hm e nt A na l ys i s

The estimated journey times between key locations using the underground light metro network are as follows.

The 5,10 and 15 minute walking catchment of the underground light metro network is presented in table below.

Gzira to Pembroke

Mater Dei to Valletta

6 minutes

7 m i nu tes

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Zabbar to Valletta

9 mi nutes

1 2 m i nu tes

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5 minutes

45,000 persons

25,000 persons

10 minutes

120,000 persons

65,000 persons

15 minutes

185,000 persons

90,000 persons

Bus Network Reconfiguration The underground light metro system is concentrated within the Principal Urban Area in order to provide an integrated public transport network in the densest part of Malta, however there would be a need to reorganise the current bus network to feed directly into the metro system. This may require the employment of smaller buses servicing the network in a more frequent manner. The existing bus system would be replaced with a combination of regional and local (within the Principal Urban Area) bus routes, and there would no longer be a concentration of bus services outside the city gates in Valletta and at Mater Dei. The following figures presents an indicative network of regional and local bus services to include for network revisions in this regard; it should be noted that these services would be subject to additional assessment and refinement.

2 5 m inutes

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Population

From the catchment analysis, it can be seen that the majority of the Principal Urban Area is served by the light metro network, and in areas where the catchment is reduced (such as San Gwann and Luqa), local shuttle bus services are proposed to complement the overall Mass Rapid Transit system. In addition, major urban areas located at the edge of the Principal Urban Area such as Zebbug and Zejtun would be served with high frequency regional bus services.

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B us N e t wor k R e c onf i g ur a t i on

Possible Regional Bus Service Network

Possible Local Shuttle Bus Service Network

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The frequency of service would depend on the demands for each of the regional centres, however large catchments such as Bugibba and Zebbug would benefit from bus services every 5 minutes or less, while less frequent services to destinations such as Manikata, Dingli, etc. would be possible.

• The provision of regional bus services would increase the overall catchment of the concept light metro network and extend beyond the Principal Urban Area; • Routing the bus services to the nearest light metro station area, removes the need for the bus services to enter the Principal Urban Area ensuring that buses are not delayed in traffic therefore allowing for a greater frequency of bus services with a corresponding increase in patronage; • Both systems would form an overall integrated public transport system where it is possible to travel to and from any destination in the country using the light metro network and complementary bus service.

Local Shuttle Bus Services The key objective for the provision of local shuttle bus services includes:

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• To increase the local catchment of the underground light metro 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 Gwann, Luqa.

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Emerging Preferred Concept Design

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I nt r od uc t i on This section provides a brief summary of the key engineering and operational requirements of the proposed light metro system.

Bedrock Formations

Tunnelling Requirements A preliminary tunnel assessment has been undertaken in order to evaluate the available options for tunnelling and the related impacts. Generally, ground conditions consist of minimal overburden over limestone bedrock with ground water table at main sea water level. The ground conditions are generally consistent within the study area with a high level of cross jointing noted within the upper 10 metres of rock; in addition, some Karst features have also been identified within the study area.

system including: • Single track; • Twin track; and • Stacked track. Based on the assessment of each of these configurations, the baseline going forward will be a twin tunnel (each single track) with island platform stations as shown below. There are several tunnelling methods that could suit the ground conditions along the route including: • Roadheader excavation; • Drill and Blast (D&B) Excavation; and • Tunnel Boring Machine (TBM). 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 the 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 crown of caverns of 10m is proposed.

Roadheader

The base water level across the island is generally close to sea level, and with significant saline water ingress into the coastal aquifers. There is also a number of disconnected perched aquifers, some of which are important for water supply purposes and therefore need to be kept separate from the lower aquifer. Tunnel Excavation Options There are a number of tunnel configurations which can be delivered as part of an underground metro

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Twin tunnel with island platform stations

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P h as in g o f Sc heme

R oc k R e us a bi l i t y As a substantial amount of rock will be generated due to the excavation of station caverns/open cuts and tunnels the potential for reuse of excavated rock will be a significant consideration for this project. The potential reuse of the limestone needs to be considered and it is anticipated that the excavated material can be used as general fill and/or as part of potential reclamation projects.

Phasing of the proposed system

Bugibba

Copenhagen’s Metro project

In 2008, a feasibility study was carried out on two areas along the northern coast of Malta completed by the Planning Authority; the preferred areas for land reclamation are noted below. By way of comparison a similar land reclamation project formed part of the construction of Copenhagen’s Cityringen project.

Pembroke St. Julian’s

Naxxar

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

Balluta Sliema Mosta Mater Dei

Gzira

Ta' Qali

Valletta

Msida Birkirkara Floriana

Attard

No. of Stations

No. of Crossover / Turnback Structures

Tunnel Length (km)

Total Excavation (m3)

Total Excavation (tonnes)

Phase 1

2,900,000

5,800,000

Phase 2

1,500,000

3,000,000

Phase 3

500,000

1,000,000

Overall

4,900,000

9,800,000

Phase

Balzan

Mriehel Hamrun Cospicua Marsa P&R

Marsa Zabbar 1

Paola

Phase 1

Fgura

Phase 2

Phase 3

Preferred areas for land reclamation (Planning Authority)

Airport

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R a i l S ys t e m O p e r a t i ons

Driverless Operation The movement of trains on modern metro systems is generally highly automated and centrally controlled. The underground light metro proposed for Malta is intended to operate at frequencies which are best operated using driverless operation (Unattended Train Operation) with staff not required on the trains for safe operation. There may be other purposes to provide staff on the train such as security or ticket inspections but the system should not require these staff for general operations.

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The whole line energy consumption will be in the region of 700kwh/hour and the energy per km approximately 20kwh/hour. Non Traction Power The total normal non traction power is expected to be approx. 30 MVA. It is assumed that at least two types of supply are required for each substation and that at least one of the supplies will be a high voltage distribution network within the tunnels. The options considered for non-traction power supply are:

To achieve driverless operation, CommunicationsBased Train Control (CBTC) is the preferred signalling system. CBTC overcomes limitations of traditional track circuit-based systems and permits more effective utilisation of the infrastructure. CBTC controls the metro via continuous waysideto-train and train-to-wayside data communication.

1. Obtain a local supply from Enemalta at 400V or the local distribution voltage (33kV or 11kV). There would be one intake at each station/ shaft or an intake at most locations with some secondary distribution between groups of stations/shafts;

The operation of the network will require a control centre to oversee operations, maintenance and safety requirements of the system, and will be backed up by a system of CCTV and other analytics from the system.

2. Enemalta has primary nodes at Ta’ Qali, Marsa and around Mater Dei. Obtain the power from new bulk supply located at the primary nodes and provide a distribution network in the tunnels at 11 or 33kV;

Traction Power System Typically, modern installations classified as trams or light rapid transits tend to use 750v DC whereas 1500v has become popular for metros. Supplies can be delivered from closely spaced substations.

3. Derive a supply from the traction infrastructure at each station/shaft.

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Me ch an ic a l, Elec tr ic a l an d P u b li c H e alt h

R a i l S ys t e m O p e r a t i ons

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 foot prints. In addition, the emergency mode operation in stations will be supported by the platform smoke extract system and concourse level smoke extract systems.

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 maximize the cooling efficiency of the system.

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 ducts and shafts enable surface connection for the ventilation fan plants located underground. The air intake and exhaust will be provided by the street level louvers in the Malta Metro system. The louvers are normally placed 3m above the surface and a minimum of 5m clear of buildings, principally to avoid exposure to people or vehicles. A sample transparent glass louver 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.

Copenhagen Metro System Ventilation Shaft

Service Requirements The number and size of rooms needed to service the mechanical, electrical and public health requirements of each station locations has been identified and totals approximately 2,000m2. These technical rooms have been included for in the development of the station layouts. Track Geometry A preliminary geometric aligment of the metro system has been carried out based on the following key technical requirements: • 90 kph operational speed • 45m platform lengths • Turnback switches and crosses provided at terminus stations • Minimum 9m difference between top of the tunnel and ground level provided for. A sample of the alignment asigned for the Mater Dei Station is provided overleaf.

Shaft leading to surface Station ducts & channels

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LEGEND: STREET LEVEL ENTRANCE STATION ENTRANCE COURT STATION CONCOURSE

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Fire Life Safety Introduction

Station Layouts

Fire Life Safety Requirements have been used to inform the concept design with respect to the station layouts as described in Section 6 of this report.

The proposed station layouts for Malta Metro include the following characteristics:

Fires within underground railway systems are characterised by: • • • •

Large populations of people; Long escape distances; High fire load (rolling stock); Containment of smoke within the occupied spaces; and • Impacts on business continuity. Legislation The governing legislation for Railway Operation and Railway Safety is generally national legislation. The fire safety standards in Europe generally include: • Stations: National standards – international standards such as NFPA 130 or UK standards can be adopted by agreement with AHJ; • Stations: TSI PRM Technical Specification for Interoperability relating to Safety for people with reduced mobility (1300/2014); • Tunnels: TSI SRT Technical Specification for Interoperability relating to ‘safety in railway tunnels’ of the rail system of the European Union (1303/2014);and • EN 45545 Railway Applications - Fire Protection on Railway Vehicles (2013). The fire safety legislation and regulations applicable to a Metro System have a significant impact on the layout of stations and tunnels. Therefore, these need to be agreed with the Authority Having Jurisdiction (AHJ) and Fire Service at an early stage of the project to avoid significant change at later design stages. M ov i n g

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• Short trains and platforms – walking distances on platforms and concourses to minimise; • Open stairs and escalators will be available for use during an evacuation; • At least one protected route is provided from ground to platform level for evacuation and intervention; • Smoke control at platform level for the train fire scenario – the intermediate levels will provide a place of safety for passengers evacuating from a train fire at platform level; and • The tunnel ventilation system is provided at one end only to reduce the size of the station and surface impacts – fire-rated platform screen doors will be required. Non-incident trains may be required to be manoeuvred from the platforms in the event of a train on fire in the tunnels. Tunnel Configurations In tunnels, the general strategy is that a train with a fire on board should continue to the next station or portal where escape and intervention are easier. If a train with a fire on board is forced to stop within a tunnel, then the ventilation system will be configured to provide tenable conditions for evacuation. In the current design, it is assumed that a mechanical system provided at adjacent stations will be operated in push-pull mode to direct smoke in one direction, allowing passengers to evacuate in smoke-free conditions in the upstream direction.

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Station Layouts

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St at ion La youts As part of the concept design for the proposed Mass Rapid Transit system standardised station layouts were prepared for a number of different station types including:

Station Design Layout Principles The station design has been developed broadly based on the following three primary principles.

• Cavern Stations (i.e Hamrun, Balzan, etc.); • Semi-Cavern/ Cut and Cover Stations (Naxxar, Fgura, etc.); and • Double Island Cut and Cover Stations (Mater Dei).

• Efficiency (service, operation, passenger transfer times, sustainability); • Cost, (minimal footprint, construction method & buildability, standardisation of parts, modular approach); and • Passenger experience (Spatial quality, clarity & way finding, and urban integration).

The design layouts presented should not be read as station solutions to any specific sites but reflect possible layout solutions which will need to be amended to reflect specific site issues considering the complexity of Malta’s dense and diverse historic urban fabric. The standardised station layouts have been prepared taking into account the following design requirements: • • • • •

Station Access and Vertical Transportation; Station Platforms; Fire/ Emergency Escape Provisions; Back of House Requirements; Mechanical, Electrical and Public Health Requirements; • Tunnel Ventilation Requirements; • Revenue Protection.

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Urban integration: It is recognised that Malta has significant historical and architectural heritage with some sites of world-heritage status. Integrating a metro system that truly complements this culture and history shall be taken as a significant design parameter. Moreover, a station coming to an urban area changes it dramatically over time. Strategic placement of stations within urban districts also unlocks a variety of economic development and societal potentials. Passenger journey: Station design benefits from putting the passenger first. This might be achieved using the architecture to inform the passenger of the station layout, important decision points, possible escape routes and VT points in an intuitive manner rather than relying on the signage system. Quickest passenger route should be preferred over quick cost-savings for the ease of interchange, passenger safety, and accessibility.

Pas s enger experience

Ef f ic ien cy

Mass Rapid Transit Stations Criteria The architecture for the Mass Rapid Transit system should include an overarching design vision at concept stage, which thoroughly captures the design vision and the value the system intends to bring to the city of world-heritage significance. The key criteria in delivering this design vision include:

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Common language: Line wide identity and common architectural 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 de-cluttering any over designed elements should be looked at both from clarity perspective and from value engineering view point. Uncomplicated mute design in line with surroundings should sit harmoniously within the station context. Modular design: Standardisation normally helps to do two things; one, it automatically allows for a common language to develop, and two, it reduces the variation in station elements within a single station or between different stations along the line of route. This process not only optimises design, documentation, costing and procurement processes but also allows for a coordinated aesthetic output across the line. Orientation & place making: For underground stations passengers need to be aware that they are below ground level, and the architecture should make this a positive, uplifting experience. The use of daylight in stations is one option in ensuring this and will be provided whenever possible.

the repressive, narrow, convoluted pedestrian tunnels of many other urban railway systems. The architectural means used should be supported by a design and fit-out concept, which makes access to the train natural and interesting. Safety & Inclusivity: A transcript of architectural space making ideas can be seen as a series of well-choreographed movements –as passengers pass through the station they can see the next level above or below them in the big station room, look back to the space they just left and again see their destination, the platform and the train. This overview serves to orientate the passenger and provide a feeling of safety. Modern stations must be accessible for all. Materiality, Textures and Light: Where possible the use of daylight in the underground stations has become a much-appreciated feature of modern stations. It creates a special quality in the underground stations by enhancing the changing movement of light during the day to give the passenger a feeling of safety as well as a dynamic visual experience. One should see stations as a whole. The design and planning of the stations shall be based on a design language that includes every single item in the public space. A high level of finish is critical to achieve an integrated, cohesive design. It is about repetition of the module and variation in the materiality and textures. Future proofing and resilience: Finally, the station must be capable of mitigating against the unknowns of the future. Contemporary station design must build in itself, an integral flexibility to be able to absorb the rapid technological change that is only to grow exponentially.

A sense of safety can be conveyed to passengers through a clearly planned, spacious and clean environment. The spatial design must reject

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S t a t i on P l a nni n g A s s um pt i ons The key station planning assumptions included in the development of the station layouts include: • Station entrances are accessed from street level protected by over-hanging canopy in the majority of locations; • Stations would not require gate-line for revenue protection; • Any station cavern-crowns will be kept at minimum 10m below ground; and • All platforms are serviced with full height Platform Screen Doors (PSD).

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100

101

S t a t i on T ypol og i e s | C a v e r n S t a t i ons Cavern stations will be considered where the opening on the street is limited and access to the cavern-station is via a sunken entrance court to the side of the cavern. The entrance court in this case forms the lead for the cut & cover entrance box that also houses key mechanical and electrical service equipment. The entrance court is accessed by a set of escalators, stairs and lift whose placement remain flexible to suit a variety of above ground constraints. For cavern stations, the crown of the station cavern is kept at least 10m below ground to avoid any building foundations above.

Figure ‘cavern station’ presents an axonometric view of a cavern type station to include the entrance court to the side of the cavern station.

Typical Cross-sections

Cavern Station

LEGEND:

STREET LEVEL ENTRAN

STATION ENTRANCE CO STATION CONCOURSE STATION PLATFORM ESCALATORS STAIRCASE LIFT FIRE STAIRS EVACUATION ROUTE

TUNNEL VENTILATION K BACK OF HOUSE

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S t a t i on T ypol og i e s | S e m i -C a v e r n/ C ut & C o ver Stations Semi-Cavern Cut & Cover Stations will be considered where the opening on the street is available directly above the station platforms. In this scenario, the stations are part cut & cover and part cavern stations. In order to keep the line wide station architecture and passenger journey consistent, these stations are assumed to be accessed via a sunken entrance court directly above the station platforms where the entrance court forms the lead for the cut & cover entrance

box. The station platforms are extended beyond the box in a cavern. Key Mechanical, Electrical and Ventilation equipment is contained within the cut & cover box. Figure ‘Semi-Cavern Cut & Cover Station’ presents an axonometric view of a semi-cavern/ cut and cover type station to include the entrance court directly above the station and associated platforms.

Typical Cross-sections

Semi-Cavern Cut & Cover Station

LEGEND:

STREET LEVEL ENTRAN

STATION ENTRANCE CO STATION CONCOURSE STATION PLATFORM ESCALATORS STAIRCASE LIFT FIRE STAIRS EVACUATION ROUTE

TUNNEL VENTILATION K BACK OF HOUSE

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S t a t i on T ypol og i e s | D oubl e I s l a nd C ut & C over Stations Double-Island Cut & Cover Stations will be considered at Interchange stations such as Mater Dei where the opening on the street is available without constraints. In this scenario, the stations are fully cut & cover stations. Keeping in line with the other scenarios, this station is also accessed by the sunken entrance court. These stations are envisioned to be double-island platform stations with allowance for interchange between platforms through a dedicated interchange level

within the station box. All Mechanical, Electrical and Ventilation equipment is contained within the station box. Figure ‘Interchange Station’ presents an axonometric view of a double island cut and cover type station to include the entrance court directly above the station and an internal linkage between platforms.

Typical Cross-sections

Double Island Cut & Cover Station

LEGEND:

STREET LEVEL ENTRAN

STATION ENTRANCE CO STATION CONCOURSE STATION PLATFORM ESCALATORS STAIRCASE LIFT FIRE STAIRS EVACUATION ROUTE

TUNNEL VENTILATION K BACK OF HOUSE

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Station Area Public Realm Design

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S t at ion Ar ea Public Realm D e si g n Introduction

Encouraging inclusiveness for all ages

An examination of the public realm requirements at each of the station locations was carried out based on a consistent design approach for the entire system. This consistent approach will assist wayfinding and the overall passenger experience. A detailed presentation of each of the station locations including the elevated section of the line that runs from Naxxar to Bugibba has been prepared and is summarised within this chapter. The station locations were identified through an examination of population catchments, available space, access requirements, regeneration opportunities, proximity to established centres and employment hubs. For each station location proposed, the potential sites were visited and assessed in terms of available space, key attractors, construction routes, etc. These site visits allowed for the preparation of urban realm proposals which would ultimately support the delivery of the project.

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 young to elderly. New station’s squares aim to shape spaces and facilities for all ages, abilities and backgrounds, in order to contribute to the collective well-being.

Encouraging inclusiveness for all ages

Integration with the existing urban fabric

Promoting new urban lifestyle

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 underutilised (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.

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).

Integrating with the existing urban fabric

Promoting new urban lifestyle

Minimise the intrusion into historic areas

Creating a high quality passenger experience

At station area locations rich in important historical features (e.g. Mosta, Balzan), the presence of stations should seek to harmonise with the existing historic environment, so to minimise their impact on the urban environment, thereby becoming discreetly ‘blended’ with the existing urban scene.

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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 way finding.

Creating a high quality passenger experience

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P u bl ic R ea lm Design Cri t e r i a 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 passengers both from intense heat and rainfall. It is envisaged that a number of different approaches will be presented with respect to the canopy provision depending on

the requirements of each of the individual station locations. The new station locations are designed to be actively engaged with daily life in Malta. On delivery of the new stations, the adjacent open spaces will be upgraded, creating a virtuous urban regeneration process that will help improve the quality of the built city environment. Functionality The delivery of station canopies will ensure the new stations will be more than recognisable and they will respond to the required functionality criteria of the station, ensuring a high level of performance throughout their life cycle. Accurately selected materials and colours will give a consistent identity to each station.

Further, the station facilities (like ventilation shaft and other operational items) will be treated with the idea of integrating them into the public realm design, reducing the number of visual obstacles and ensuring an adequate level of quality at street level. Finally, access to the new stations will be encouraged from all directions and integrated with other public transport nodes where possible.

Sheltered entrance

Iconic entrance

Open entrance

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The surfaces (floors and walls) will be free of obstacles and will have clear shades, to optimise the overall brightness of the environments. Facilities (i.e. lift shafts, etc. will be highlighted in brighter colours, so that they can easily be identified. To facilitate easy access to information (timetables etc.), there will be extensive use of digital and interactive technologies.

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Sustainability The new stations will be able to respond effectively to strengthening sustainability criteria. The canopy can eventually host integrated photovoltaic surfaces for power generation (if desired). In addition, roof coverings can collect rainfall water which could be reused in irrigation systems. The main materials, where possible, will be recyclable (e.g. steel / aluminium for aboveground structures) and, where possible, locally sourced. A similar approach will be applied to finishes, where local stone from environmentally friendly production processes will be favoured. The use of natural light will contribute to the efficient management of energy resources.

Integrated entrance

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P ubl i c R e a l m C ha r a c t e r i s t i c s The overall characteristic for the renovated public spaces is to create an authentic public realm with a strong identity firmly anchored into its context. The choice of materials, plants, outdoor finishes and related public spaces will be geared towards a list of deliberately limited possibilities and, whenever possible, oriented to local products and species, in order to guarantee the implementation of a recognisable and consistent urban landscape.

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Floriana Mriehel Hamrun Cospicua Marsa P&R

Marsa Zabbar Paola

Red Line - Naxxar to Pembroke/ Sliema Green Line Birkirkara to Valletta Blue Line Mater Dei to Cospicua/ Airport Possible Northern Extension

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Naxxar

Station location

Urban Realm Proposal – Plan View

The proposed Naxxar station site is situated in a residential district with several shops and restaurants close by. The station location is relatively close to the Naxxar Parish Church and provides a focus for the development of the urban realm proposals for the station. The triangular-shaped site is also characterised by the presence of a number of mature trees. Proposed Design Defining the edges – Shaping the northside of the public park along the 21st of September Avenue, the canopy aims to become an iconic presence and marks the metro entrance visible from the main roads. Bringing new station services and public amphitheatre – In order to provide the quality public realm, there is an opportunity to create a comfortable “amphitheatre” integrated into the existing slope to accommodate events and public activities.

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Improving the urban identity – The Naxxar Parish Church acts as a main attraction in the area and the metro station has attempted to maintain this visual connection in order to enhance the sense of urbanity.

Light metro canopy

Alternative station location The Tradefair site is currently under consideration for redevelopment and there is an opportunity to deliver a station within the current lands, subject to agreement with the current owners and the Planning Authority. The site’s key advantage is the availability of land which will reduce the impact of construction and potentially facilitate the provision of a park and ride to service the station from the surrounding catchment as well.

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Mosta

Station location

Urban Realm Proposal – Plan View

The proposed location for the Mosta metro station could be at the back of the Mosta Rotunda which is currently used as a small public park with a playground. The design solution for the Mosta station attempts to minimise the impact of the new station, on the Mosta Rotunda while creating a high quality public space.

Proposed Design

Iconic metro sign & visible lift

Public space

Rotunda of Mosta

Enhancing the existing Mosta Rotunda - The new station will be positioned as far as possible from the Rotunda, in order to respect such a historical building, while providing vitality to the new plaza positioned to the rear of the Rotunda. Defining the edges - The new station entrance is to be positioned along the northern edge of the existing park, in order to clearly define the pedestrian surface between the entrance and the church. Creating an attractive urban environment - The new plaza will present a new pedestrian surface with small trees and will be available to host small outdoor events.

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M os ta Alternative station location The proposed station location at Mosta is located adjacent to Mosta church which ensures it is very centrally located, easily located in terms of wayfinding and close to the commercial/ tourist centre of the city. However, it is appreciated that the area in and around the church is of significant historic and cultural importance and alternative station locations have been identified should detailed archaeological studies identify constraints with the current location. However, it is worth noting that the delivery of the Citiringen Metro in Copenhagen required the construction of metro stations adjacent to historic buildings. Two alternative locations have been identified. The first is to the north of the proposed station location at 16th of September Square, which

currently hosts occasional market days. The site is relatively close to the centre of Mosta and has good access to Constitution Street, however the size of the available space is very limited and its development will require the construction of a cavern station and the implementation of traffic and parking restrictions at surface. The second location is along the northern end of Vjkal I-Indipendenza near Kappella San Silvestru. The site is located to the edge of Mosta and has a slightly reduced catchment compared to the more centrally located stations, however it may be possible to construct the station using an open cut construction method, reducing the cost and complexity associated with cavern type construction.

Marmokirken station, Copenhagen

Marmokirken station, Copenhagen Movin g

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Ta’ Qali

Station location

The proposed location for the Ta’ Qali station is located close to the main national sport facilities, Ta’ Qali National Stadium and MFCC Malta Fairs. The area has a poor catchment area because the absence of urban context, so this station should be open only during the specific sports events and MFCC events making these facilities reachable for the whole Maltese population.

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Proposed Design Creating a sharing plaza - The new public space will present a pedestrian surface flexible to host the outdoor events that becomes the central gathering point during the national events. Giving a flexibility to the metro system - Ta’ Qali station will present a great flexibility to the overall network, able to attract passengers during the specific events.

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A ttard

Attard

Station location

Urban Realm Proposal – Plan View

The proposed location for the Attard metro station is within the central green area within Attard. The public park is characterised by its long linear shape and it currently supports a number of trees and sculptural monuments.

Public space

Proposed design

Light metro canopy

Providing an accessible, continuous and safe pedestrian place – 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. Creating a new identity – The public realm objective is to create an identifiable canopy that acts as a conduit into the new public and green space. Increasing connectivity to the Public Park and station location – The current park has a sloped site with only one pedestrian crossing on the south-side. The proposal includes the connection of the linear park with the station and the surrounding Pitkali Street making the station easily accessible.

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B alzan

Balzan

Station location

Urban Realm Proposal – Plan View

The proposed Balzan metro station is located in a predominantly residential area, to the side of Balzan Parish Church. The site is currently used by a public garden with seating areas and a playground. A bus stop is located on the southern corner of the existing public park.

Balzan Parish Church

Proposed Design

Event square

Defining the edges – The metro entrance is situated along the southern edge of the site, creating connectivity with High Street. Creating a flexible public square for events Presently, Balzan Parish Church hosts religious events on the parking lot and on the front square, so the new public space provides a new platform for the public uses which bring new possibilities to the neighbourhood. Enhancing the presence of Balzan Parish Church The design proposal includes minimal impact both visual and physical in order to minimise the intrusion on the church.

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B irk irk ara

Birkirkara

Station location

Urban Realm Proposal – Plan View

The proposed station is located in a public park adjacent to the old historic Birkirkara train station. The eastern square that gives access to the park, hosts the bus stop. This square is mainly used as a parking lot for cars, while the entrance to the park is secondary to the provision for vehicles in this area. The park is characterised by the presence of elegant and majestic trees. The building that housed the old station is centrally located and is now used as a kindergarten. A perimeter yard defines the space in front of it, obstructing fluid pedestrian passage along the park.

Proposed Design

Screening facade

Main pedestrian axis

Light retail pavilions

Bringing new station facilities - The new station will activate the existing public park and allow for all the necessary metro facilities and the bus stop under a continuous canopy. Shaping a continuous pedestrian boulevard - The pedestrian path through the park will be seamless and could be revitalised by the provision of small kiosks and cafés that will provide attractions for both residents and tourists. Enhance the existing landscape - The existing large trees should be preserved as much as possible, as they must be considered a real asset for the community. They should be managed to emphasize the visibility of the proposed station.

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B irk irk ara

St. Aloysius’ College - Secondary School St. Aloysius College 6th Form 8 min Birkirkara station

7 min

St Theresa College, Secondary School 11 min

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M ater Dei

Mater Dei

Station location

Urban Realm Proposal – Plan View

The proposed location is situated in a strategic area in the middle of two big commuter attractors - Mater Dei Hospital and University of Malta. Due to the size of the available site and its strategic position, there would be benefits in combining additional floorspace in tandem with the metro station.

Development with basement

Link with hospital

Proposed Design Defining the edges – The metro station site is a large-scale site so, in order to provide the feeling of urbanity, it will be necessary to provide street frontage along the northern side of the area along the access road. Creating an urban platform for new opportunities – The presence of both the Mater Dei Hospital and University of Malta brings development opportunities for this site to accommodate some supporting services to both the Hospital or University, for example hotel, students’ residence and other office accommodation. Improving the urban identity – The current site is an expansive parking lot and the design requirements for this site will include a new identity embracing its role as a future transport node as well as an integrated development zone with a comfortable public realm serving users throughout the day.

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Gzira

Station location

Urban Realm Proposal – Plan View

The proposed metro station site is located in the Gzira residential area. The site location is restricted and is characterised by a mix of uses, disordered vehicular circulation and parking and a lack of public open space. Proposed design Defining the edges – Positioning the station entrance to the northern side of the square under a small canopy to address Triq Ta’ Bieb It-Torri. Providing a pedestrian connectivity – Currently, the site presents a fragmented space cut by vehicular traffic. The proposal includes enlarging the public space and enhancing connectivity with the historical arc. Improving the urban identity – The canopy acts as a landmark helping passenger way-finding particularly from Triq D’Argens. M ov i n g

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Light metro canopy

Alternative station location

Public space

There are a number of opportunities to provide alternative station locations to that proposed on public lands. The two options both require private property to deliver. The first station location would integrate with the redevelopment of the Metropolis site, which currently has its basement excavated. The site is centrally located and is a large size to facilitate the construction of the station. The integration of station with the development proposals will improve the attractiveness of the proposed development and their combined delivery will assist delivery of the sustainable objectives for the country. The second alternative station location would integrate with the redevelopment of the Old Gzira football grounds. As with the Metropolis site, it is centrally located and it would be possible to integrate the station with the redevelopment proposals for the area. s y s t e m

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B alluta

Balluta

Station location

Urban Realm Proposal – Plan View

The proposed metro station site is just next to the neo-gothic Carmelite Parish Church with several shops and restaurants in the existing public space. The station location is relatively small in size but it presents an excellent view of Balluta Bay.

Proposed design

Church of Our Lady of Mount Carmel

Entrance guiding towards the sea

Capturing the sea view – Due to the unique site location, the orientation of the metro entrance towards the sea helps to deliver a unique user experience, particularly for visitors to Balluta. Bringing new station services and public functions – The presence of the metro station will regenerate the public space and improve the connection with the waterfront, adding more quality to the urban environment. Improving the urban identity – 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

Station location

Urban Realm Proposal – Plan View

This proposed site is ideal due to its central location and its close proximity to Paceville, a major tourist destination. In addition, the area has a vibrant night-life including numerous hotels and holiday accommodation including those around St. George’s Bay.

Proposed design

Public space with services

Shared surface

Livable waterfront

Defining the edge - A light and identifiable infrastructure will define the side of the square facing the busy road hosting, in addition to the station, Ross bus stops. Creating a continuous surface - The design includes the removal of the existing park fences and the articulation of the new square, as much as possible, with continuous and pedestrian - friendly surfaces. Enhancing the relevant urban connections – Existing pedestrian connections will be enhanced so that the new station can be properly integrated into the surrounding urban environment.

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Pem brok e

Pembroke

Station location

Urban Realm Proposal – Plan View

The 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.

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Mixed use development

Main pedestrian axis

Expo pavilion with covered with public park

Shaping a new interchange hub - A new station together with a bus terminal will create a real interchange hub. The proposed interchange will be underground, together with a car park. Creating a new mixed-use development A careful combination of functions creates a new development zone which can be well integrated into the surrounding environment. It is possible to offer the site to private developers to deliver or partially finance the required station at this attractive location. Promoting pedestrian experience in high quality public space - 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. Project section

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Sliem a

Sliema

Station location

Urban Realm Proposal – Plan View

The proposed location for the Sliema metro station is in the centre of a major commercial area. This area is very popular for shopping, bars, cafés, restaurants and hotels. The station location is within a central road reservation segregated both from the main urban areas and the waterfront. The large number of cars and buses that circulate and wait in this area does create an impenetrable, both physical and visual, barrier towards the sea. In addition, the site has other engineering challenges due to its proximity to the sea and the extent of reclaimed land in the vicinity of the proposed station location.

Proposed design Providing a new attractive and liveable waterfront – The existing site is a small park and car park, while the new proposal moves the westbound roadway northwards, in order to create a large waterfront promenade for public uses. This promenade will connect with Giza to form an integrated pedestrian enhancement for the area.

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Waterfront development

Marina loggia

Creating an urban platform for new opportunities – Pedestrian friendly space facing the sea represents a great opportunity for new development; the context would be very vibrant during day and evening so placing commercial activities and public functions enhances the urban environment. Providing an effective transport hub (metro, bus, ferry, bike) – The presence of the Sliema Ferry Boat terminal makes this site unique for the creation of a strong transport hub. In addition, a large underground car park is proposed as part of the metro station works.

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M riehel

Mriehel

Station location

The proposed metro station site is just next to the Vincenzo Bugeja Conservatory and Wignacourt Arc. The proposed station is located on the border between the industrial area with large scale warehouses (on the southern side) and the northern residential district in an area known as Fleur-de-Lys. Ideally this station should be positioned within the neighbouring development zone and delivered as an integrated mixed use development. Proposed design Defining the edges – In order to create urban continuity along the Triq Fleur - De - Lys street, the position of the canopy follows the line of the site. Providing an attractive built environment – The canopy hosts the metro facilities and associated waiting area for the bus stop as well, while the renovated public space includes comfortable urban furniture, play facilities and greenery to provide the quality of space and add value for neighbouring residents. M ov i n g

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Improving the urban identity – Currently, the site has a small park and a playground without a strong identity, while the project proposal provides an identifiable canopy as a symbol of the new infrastructural presence in the neighbourhood. Alternative station location There are other opportunities to provide alternative station locations within the Mriehel area particularly in the industrial area to the south west of the proposed station location. The integration of the proposed station into the Mriehel industrial Zone, would both benefit the development of the area and achieve a more sustainable travel pattern for the area, in addition there is an opportunity to capture some of the increased land values to re-invest in the light metro system.

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M ars a P& R

Ma r sa P& R

Station location

The proposed station is located within the existing Marsa Park and Ride site. The site is characterised by the presence of recent commercial and retail development along with the neighbouring Marsa Horse Racing Track and sport activities such as Royal Malta Golf Club, cricket and tennis clubs. This station will serve residents from nearby Qormi, Marsa and Hamrun along with residents from Zebbug and Siggiewi through an upgraded bus transport system.

Proposed design Defining the edges - The metro entrance will be positioned along the main road, in order to be fully visible and to guarantee ideal way-finding for passengers. Creating an urban platform for new opportunities - This location can host a new development. In this context, it has been possible to integrate the metro entrance into the development itself. Improving the urban identity - The site currently hosts surface car parking and the delivery of the metro station will contribute to adding value to this transport interchange system.

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M ars a

Marsa

Station location

The proposed metro station site is situated on development lands to the east of Triq Aldo Moro. The site is currently characterised by its industrial activity with both large warehouses present on site along with some smaller and older industrial buildings. Proposed design Creating a catalyst for the new development - The new metro station will act as an urban catalyst for this area. With a long term view it would be possible to imagine it as part of a wider regeneration project to include the nearby disused Power Station and the other lands identified for redevelopment in the Marsa Park regeneration project.

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Providing a link with the context - The possible new development shown in the scheme aims to create an integrated piece of regenerated neighbourhood, strongly linked to the surrounding area. Improving the urban identity - The proposed station location has been conceived as an opportunity to characterise and enhance the identity of the existing urban fabric. Alternative station location As the Marsa area is subject to a regeneration programme, there are number of sites in the vicinity that would be suitable for the proposed station location. In addition, it may be possible to include underground connections to the Marsa station following the redevelopment of either the Old Power Station or the existing Marsa racetrack.

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Floriana

Station location

Urban Realm Proposal – Plan View

Floriana site is a large-scale Park & Ride system situated on the south side of the historical centre. This location is strongly characterised by fortifications and other ancient walls.

Proposed design

Light metro canopy

Park & Ride

Interchange hub

Defining the active edge - The new station consists of two entrances. The most important one has been positioned along the historic wall, to be visible and attractive for passengers, activating this part of the street network which is currently underutilised. Bringing services for Park & Ride - The park & ride facility will be enhanced with the provision of the new transport infrastructure which will allow for an improved transport interchange. Organising two points of access - The new metro station is based on the idea of creating two access points, the main one along the road serving the wider community and the secondary one in the heart of the Park & Ride site itself.

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Valletta

Station location

Urban Realm Proposal – Plan View

The proposed metro station is located outside the main gates to Valletta. Currently, the area hosts bus stops, kiosks and bus waiting areas, adjacent to the ancient walls. The delivery of the metro system will reduce the volume of buses needed to serve Valletta, allowing for some of the existing bus station to be set aside for the metro station. Buses will continue to serve Valletta but will all be via St James’ Ditch.

Proposed design

Il-Mall pedestrian boulevard

Providing a continuous pedestrian boulevard along the historical walls - As this is a very special location, this proposal aims to present a sensitive solution addressing the historical context of the site. The scheme includes the continuation of the pedestrian improvement works recently finished around the Triton Fountain.

Excavated gallery with commercial spaces

Valletta historical walls

Bringing new station services and public functions - The station includes an excavated plaza to host the metro station facilities, along with retail space and cafés becoming a vibrant public space. Creating commercial opportunities - The excavation needed for the station box can be considered as an opportunity to create a public space surrounded by commercial activities that will provide renewed urban life in Valletta. Project section

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S t . A nne Street

Valletta St.Anne street

Existing View

The proposed Valletta metro station is located in the close proximity to St. Anne street. This boulevard has an important urban and historical value, together with its main landmark - Malta War Memorial built in 1954.

Currently, St. Anne street hosts 3 lanes of vehicular circulation in both directions. The project proposes to reduce the traffic to one lane per direction, in order to enhance the public spaces with ancient arcades.

This proposal 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.

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M s id a

Msida

Station location

Urban Realm Proposal – Plan View

The proposed station site serves as a public park and associated car parking and the area is characterised 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.

Proposed design

The proposed location benefits from close proximity to a major educational college and to other premium developments.

Creating a new city plaza - The site presents an opportunity to create a metro station plaza as a comfortable environment equipped with urban furniture.

Light metro canopy

Panorama towards marina

Msida Parish Church

Capturing the sea view - The very unique location of this station allows for a special relationship to be created with the Marina, capturing the nicer views from the area.

Improving the urban identity and connections with existing landmark - Two modern and safe underground passages act as links for the proposed plaza to the existing city fabric, avoiding the current sense of segregation that affects the area.

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Ham run

Hamrun

Station location

Urban Realm Proposal – Plan View

The proposed Hamrun metro station site is a simple four-sided plaza. It has good access to a number of retail and commercial properties located along St. Joseph High Street. In addition, there are number of bus stops in close proximity to the plaza.

Proposed design

Light metro canopy

Parish Church

Defining the active edge of the plaza - The southern side of the plaza will host a canopy over the entrance to the metro station. This architectural element will provide visibility to the new metro station from the surrounding street network. Bringing new station services and public functions – 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. Organising a flexible space - The plaza will be organised in a way to guarantee a flexible surface with adequate provision of green and urban furniture, to ensure the resultant space meets the expectations of the surrounding population. The proposal includes the new pavement for San Guzepp street, in order to provide a more attractive urban environment, able to revitalize the area. Project section

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Paola

Station location

Urban Realm Proposal – Plan View

The 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 Local Council

Proposed design

Light metro canopy

Creating a new city plaza – The metro station is definitely an opportunity to regenerate a public space close to the City Council building, providing a high-quality attractive environment. Providing a pole of attraction - The construction of the new medical facility is creating an urban attractor for people from the whole island, making this area as an actual destination. In this perspective, the proposed metro station will support the need both of local population and commuters.

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A irport

Airport

Station location

The proposed Airport metro station is located in the area currently dedicated to the public car park in front of the Terminal. The final design layout will be subject to integration proposals for the Airport itself.

Proposed design Providing an interchange hub - The metro station will be able to directly link with the new Airport terminal extension and will provide for a strong interchange hub. Improving the urban identity – The new metro station will definitely confer more “vibrancy” and identity to the area. Alternative station location The Planning Authority has recently approved a Masterplan for the Airport and alternative sites within the Airport boundary will be considered, both sites proximate to the Airport and sites which may need to be serviced via a shuttle bus system.

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Fg ura

Fgura

Station location

Urban Realm Proposal – Plan View

Fgura 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 station is surrounded by good road access which generally have light levels of traffic. The proposed site is accessible from the main shopping street, Hompesch Road, to the north.

Proposed design

Hompesch road

Light metro canopy

Inclusive for all ages public space

Creating a platform for new opportunities The proposed metro station allows for urban regeneration that will provide a new space for the local community. Creating an urban hearth for Fgura - The existing surface that hosts the station will be treated with pavilions, kiosks, cafes, in order to become a real public hearth for the community, including young and elderly people. Providing an attractive built environment - The new canopy will provide more personality to the plaza, improving its attractiveness and becoming an actual meeting point for the neighbourhood.

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Z abbar

Zabbar

Station location

Urban Realm Proposal – Plan View

The proposed Zabbar metro station is located on the edge of an existing public park. The location has good access to Is Santwarju, the main Parish church and Triq is-Santwanju and presents a high level of pedestrian connectivity.

Proposed design

Existing sport facilities

Calm down towards arcades

Improving the urban identity - A canopy protects the station facilities at ground level and engages with the existing arcade in front of it, creating a strong relationship between the existing retail uses and the existing park. Providing a comfortable built environment - The station is located in a very accessible location providing pedestrians with safe and comfortable access to the metro facilities. Minimising the intrusion – The site has been recently renewed and presents as a quality public space with sport facilities and services for citizens, so the design proposal wishes to have a minimal impact on the existing areas.

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C os picua

Cospicua

Station location

Urban Realm Proposal – Plan View

The proposed Cospicua metro station is relatively large and is surrounded by good road access. The station is located between an existing public garden and the historical fortification walls. The main bus station for the region is located on the northern side of the proposed metro station.

Proposed design

Panorama towards Vittoriosa Marina

High quality public space

Creating an urban platform for new opportunities - The proposal shows the possibility to characterise the site with some small development in order to activate the area. Improving the urban identity - A canopy together with the proposed development can help to improve the identity of this area, by creating comfortable space for pedestrians and enhancing the best views to the surrounding area. Providing an attractive built environment Currently the site is characterised by a fragmented public space without a strong identity, while the project provides a pedestrian friendly and accessible urban environment connected with the waterfront for both residents and tourists.

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N a x x ar - B ug ibba

Naxxar - Bugibba

The proposed Naxxar - Bugibba rail line would travel through the northern area of Malta. The proposal includes a tunnel under the rocky hills after which the metro travels on an elevated structure through the open countryside and continues to the proposed Bugibba station.

Proposed design Integrating with the landscape context - The proposal has been developed with the ambition to provide a modern infrastructure well integrated with the existing landscape. Creating a unique passengers experience - The elevated track guarantees a unique passenger experience coming from the dark underground space to the delightful panorama of agricultural fields and the Mediterranean sea.

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B ug ibba

Bugibba

Station location

Urban Realm Proposal – Plan View

The 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.

Proposed design

Sirens F.C.Stadium

Salina Park

New development

Creating a new mixed-use development - The generous site location allows for the possibility to provide a mixed-use development on the southern edge of the urban space. Promoting pedestrian linkages with high quality public spaces - The proposed development is a pedestrian-oriented urban environment with views directed towards the sea. Improving the urban identity - 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.

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M e t r o D e p ot Alternative locations The study has evaluated the area of Ta’ Qali for the location of the depot between stations in Mosta and Attard. This area lies outside the built up area and is most likely to deliver a site of sufficient size to meet the requirements of the system (circa 10-12 hectares). However, the Ta’ Qali area is a sensitive location due to the cognisant of the environmental conditions of the area. Preferred depot location

Ta’ Qali Depot option

As preferred location, it has been identified the possibility for the Hal Far area to host the depot. In this option, the depot would be built between the current raceway and an industrial area in the southern part of Malta. The identified area is most likely to deliver a site of sufficient size to meet the requirements (circa 13 - 15 hectares). Also if the areas surrounding the depot site are already infrastructured the design of the depot facilities will need to take into account the environmental conditions of the area and the design of any new buildings should include measures to manage any potential visual impact to integrate the depot with the surrounding landscape.

Hal Far Depot – Preferred option

South extension The projected alignment of the metro from the Airport to Hal Far is presented in the figure on the right and includes for the continued construction of the tunnels under the Airport and following clearance of the aviation requirements in the Airport, the metro alignment will rise to the surface and then access the depot area.

Melbourne Metro Maintenance Facility

The construction of the surface metro line will require the construction of a number of overbridges to remove conflicts between the rail lines and the existing road network.

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Strategic Case

Emerging Preferred Route

Introduction As the economy and population have grown, traffic congestion, air pollution and noise are significantly exceeding EU average levels. Controlling vehicle emissions is key to meeting future international climate obligations by Malta, and to improve air quality and environmental health. In addition, delays as a result of congestion are estimated to be three times the EU average, costing the economy in excess of €274 million (3% of GDP) every year.

Bugibba

Pembroke St. Julian’s

Naxxar

A lack of action to address these issues would entail increasing costs of transport and limited connectivity and mobility for business and persons alike. It would significantly curtail tourist

Balluta Sliema Mosta Mater Dei

experience and spending, and entail increasing costs for the national and private health systems. Inaction would be very likely to detract from the attractiveness, accessibility and walkability of urban areas, leading to an overall deterioration in living standards and social development. Investment in sustainable and efficient public transport services is presented as a fundamental component of Malta’s transport policy in key relevant policy documents. The latter include the National Transport Strategy 2050 (NTS), and the Transport Master Plan 2025 (TMP), which explicitly mentions a Mass Rapid Transit System as an option to be explored to address issues with the current transport network.

Gzira

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Valletta

Msida Birkirkara Floriana

Attard

Mriehel Hamrun Cospicua Marsa P&R

Marsa Zabbar Paola

Fgura

Red Line - Naxxar to Pembroke/ Sliema Green Line Birkirkara to Valletta Blue Line Mater Dei to Cospicua/ Airport

Airport

Possible Northern Extension

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S t rat e gic Ca se The metro system consists of an entirely underground light metro rail system covering a network of 35.5km, three metro lines and 24 stations, three of them acting as interchange points. A possible above surface extension to Bugibba is also presented.

A proposal for a metro system The light metro system will directly serve the Principal Urban Area (PUA) of Malta and follows the recommendation in the Transport Masterplan (TMP) 2025 to carry out a feasibilty study for a mass rapid transit system for this region to address current issues with the transport network such as high levels of congestion.

This metro system covers a large proportion of the PUA with an approximate catchment of 185,000 people within a 15-minute walk to/from the stations. The metro system is expected to operate a high frequency service of driverless trains.

As part of the development of the light metro system for Malta, a vision for the project has been set out that encapsulates the desired impact of the scheme.

The metro system will be complemented by a feeder bus service network that ensure that regional centres are provided with good access to the system. Current bus services will therefore be reformed to better align with the metro system. The metro and the buses will together provide an integrated and efficient public transport network for Malta.

Finally, public realm improvements will also be included in the project, as the construction of the proposed stations will also involve the delivery of new public realm infrastructure and commercial spaces within the core of the Principle Urban Area.

Vision for a light metro system in Malta

A sy s tem wh ich covers w ide catchment areas t o maximis e op po rtu n ities f o r b oth res id en ts and to u ris ts an d dir ectly s erves key attr actor s with in t he Prin cipal Urban A r ea

A Cl e a n mod e r n pu b l i c tr a nsp or t sys te m which will b e sa f e , easily a c c e s s i b le and a t t ra c t i ve to use

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3 S t at io n des ign s wh ich are s ympath etic to th e receivin g en viro n men t, in particu lar in h is to ric areas

A M a s s Ra p i d Tr a ns i t s y s t e m t ha t p r omot e s ur ba n re g e ne r at i on a nd sust a i na bl e d eve l opm e nt

5 D e l i v e r y of a M a s s Ra p i d Tr a ns i t S y s t e m t ha t ha s mi ni ma l i mp a ct on re si d e nt i a l a m e ni t y in t e r ms of p a r k i ng p r ov i s i on a nd r oa d us a g e

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P ropos ed Light Metr o S y st e m – K e y e le m e n t s

€4.3bn Total cost (excluding contingency)

Strategic Case

3 no. Lines

24 no.

3 phases

Stations

Phase 1 open by the end of 2029 (construction 2024-2029)

Expected benefits from a light metro system

Phase 2 open by the end of 2033 (construction 2030-2033) Phase 3 open by the end of 2036 (construction 2034-2036)

Public realm improvements

The proposed metro system is expected to bring a wide range of benefits to the Principle Urban Area of Malta and the country as a whole. In summary, the proposed light metro system is expected to generate the following transport, economic, social and environmental benefits for both users and non-users of the metro: • •

Buses Complementary regional and

35.5 km Length M ov i n g

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local buses |

p r o p o s a l

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• •

Reduced journey times and improved journey time reliability for metro users and car users as a result of reduced congestion; Ambience and health impacts from reduced negative externalities from car use (pollution and noise); Public realm improvements; Improved walkability to public transport and new public spaces;

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• Health impacts from increased active travel • Increased land values; • Local economic impacts generated through the provision of new commercial space; • A more modern image of the country potentially leading to additional tourist visits and Foreign Direct Investment; • Positive short-term impacts from the construction of the metro providing jobs and opportunities for upskilling and training; • Providing greater access to jobs and leisure activities for local residents. The proposed metro system is also expected to have a significant positive impact on the image and the quality of public spaces of the built environment through the provision of new public realm infrastructure.

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Su mmary o f impa c ts o f t h e fu ll Ligh t M etr o System in 203 0

29%

number of public transport journeys per annum

12 minutes average public transport journey time saving ( 48% reduction)

25,000

C02

tonnes of C02 saved per annum

263

E c onom i c C a s e

Introduction

Summary of impacts

The purpose of the economic case is to assess the value for money of the proposed investment, including an estimation of annual benefits and costs and the Net Present Value (NPV) of benefits for the selected appraisal period.

The metro system is expected to increase the modal share of public transport (by 30%), the average journey time, local emissions, and local traffic accidents, based on demand modelling outputs obtained using Transport Malta’s existing model. It is likely that it will also carry additional tourists each year.

The scheme assessed in this report is the proposed Metro System (exculding the proposed northern extension to Bugibba), complemented by regional and local bus shuttle services that would replace the existing bus network. In addition to the new metro system and complementary bus services, the project is also expected to deliver park and ride facilities and public realm improvements. The ‘do minimum scenario’ assumed that the road network included the following improvements: Marsa Junction (Transport Masterplan Project RD1) and Kappara Junction (Transport Masterplan Project RD2). The ‘do something scenario’ consists of two subscenarios: the full proposed Light Metro System network along with a network of complementary feeder buses supplanting the existing public transport system, and phase 1 only of the Light Metro System, together with the appropriate subset of feeder bus network.

traffic accidents saved per annum (1 of them fatal)

Appraisal framework To estimate the benefits of the scheme, we have drawn on the guidance issued by Transport Malta and have used UK guidance to complement it, to present a comprehensive set of benefits and costs. The appraisal period will last for 60 years from the first phase opening date, with a discount rate of 5% used throughout the period. All results are presented in real prices (2017 prices). The sensitivity of the analysis to a lower discount rate is assessed later on. We have used demand modelling to estimate system demand in 2025 and 2050, and have interpolated between the two. For the period beyond 2050, we have extrapolated demand growth trends from 2025 to 2050 through to the end of the appraisal period. The average public transport yield has been increased from €0.54 to €1.00 to reflect the enhanced public transport offer.

5,000,000 estimate of the number of tourist trips by Metro per annum

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D e m a nd m od e l l i ng

P h as in g o f Sc heme

Phasing of the proposed system

Bugibba

Pembroke St. Julian’s

Naxxar

Arup utilised the Malta National Transport Model (MNTM), a bespoke strategic traffic model created by consultancies Systematica and Ineco in 2016 to test transport scenarios and create traffic forecasts for Malta’s National Transport Master Plan 2025 and National Transport Strategy 2050. This is an allocation model only, and makes no assessment of the number of induced trips that might result from the faster journey times associated with the metro system.

While the PM scenarios (2025 and 2050) predict a more concentrated use of the Metro, the AM scenarios show the Metro system having high overall usage, with demand being relatively evenly distributed throughout the network, often in both directions. This poly-centric pattern of flow is encouraging, as it indicates a more efficient use of the Metro than the unidirectional flows (i.e. inwards in the morning, outwards in the evening) typically seen in other major cities.

The do minimum and do something scenarios were modelled in MNTM for years 2025 and 2050. Based on these model runs, the Metro System is expected to accommodate 22% of trips by public transport in the AM in 2025. The number of trips made by walking and cycling stays largely constant at 11% of AM peak trips.

In comparison, with only phase 1 implemented, the metro is still expected to shift people from using the car to public transport. However, its effect is mitigated because the phase 1 network connects fewer destinations compared to the full system, and so the network effects are less pronounced. With phase 1, public transport use is expected to increase by 16% over the Do Minimum scenario, achieving a public transport mode share of 20%.

Balluta Sliema Mosta Mater Dei

Gzira

Modelled mode share % of AM Peak Trips in 2025

Balzan Ta' Qali

Valletta

Msida Birkirkara

Without Metro

Floriana

Attard

Mriehel

With full Light Metro Network

With Metro Phase 1 only

Hamrun Cospicua Marsa P&R

Marsa Zabbar Paola

Phase 1

Fgura

17% 11%

20%

11% 72%

Phase 2

11%

22%

67% 69%

Phase 3

Airport

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The annual demand by mode is presented in the table below. Within this table, Metro includes metro only and combined metro + bus trips, while Bus includes bus only trips. The results in this table include a 3.5% uplift in demand to account for tourism demand, estimated based on analysis of 2012-2016 Malta tourism data. These additional journeys/trips have been included within the process that converts peak demand to annual demand. The results show that demand for the proposed metro system is expected to be 49 million in 2025 and 54 million in 2050. In the scenario where only phase 1 is implemented, demand is expected to be 33 million in 2025 and 36 million in 2050.

by 48%, or 12 minutes with the implementation of the full network and 11 minutes with the implementation of phase 1 only. This is a relatively large impact considering the scope of the model includes every public transport journey in Malta. Across all modes, total annual travel time will be approximately 15% lower in the Do Something full network scenario compared to the Do Minimum scenario, with a saving of 18 million hours in 2025 and 25 million hours in 2050. In the Do Something phase 1 only scenario, total annual travel time will be approximately 8% lower than in the Do Minimum scenario, with a saving of 11m hours in 2025. As such, the scheme is expected to have a transformational impact on how people travel in Malta, no matter which mode they would normally take.

Total travel time is expected to decrease with the implementation of the Light Metro System. Public transport journey time is expected to decrease

Annual demand by mode (passengers, millions)

2014

2025 DM

2025 DS Full network

2025 DS Phase 1 only

2050 DM Full network

2050 DS Full network

2050 DS Phase 1 only

Car

313

335

324

317

375

360

351

Bus

Metro

Other

380

407

404

402

451

445

443

Mode

Total

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C os t s

B e ne f i t s

The major costs associated with the Light Metro System include the capital and operating costs of building, operating, maintaining and renewing the system over the construction and appraisal period. The costs presented here are preliminary estimates that may change as the scheme is developed in more detail. As such, we have added an allowance for risk, and separately, for optimism bias, that takes account of future uncertainties. Table 2 shows the provisional capital costs of the scheme by phase, including project management and design.

Operating costs include core operating expenditure, as well as management costs related to the safety management and regulation of the scheme. It has been assumed that these remain constant in real terms throughout the life of the scheme. The renewal costs of the scheme consist of both infrastructure and rolling stock renewal costs (the latter is in year 30 from the start of phase 3 operations. We have assumed that these remain constant in real terms throughout the life of the scheme.

The estimated annual benefits of the full network and phase 1 only schemes in 2025 and 2050 are shown in the table below. In addition to these benefits, it is estimated that the scheme will also generate the following financial

Annual economic benefits (€million, 2017 prices, undiscounted)

2025 Full

2025 Phase 1

2050 Full

2050 Phase 1

303

176

706

395

Reduction in fuel costs

Reduction in non-fuel costs

Fare payments

-36

-30

-41

-33

Sub-total user benefits

295

162

717

389

Reduction in CO2

0.9

0.5

1.0

Reduction in NOx

0.6

1.2

0.1

0.2

0.1

0.03

0.0

0.05

0.0

Reduction in noise

0.3

0.2

0.7

0.4

Reduction in infrastructure maintenance

0.2

0.1

0.4

0.2

Benefit from a reduction in slight accidents

3.3

1.8

6.8

3.6

Benefit from a reduction in severe accidents

5.5

3.0

11.4

6.1

Benefit from a reduction in fatal accidents

1.8

1.0

3.7

2.0

-8

-4.4

-17

-9.0

Sub-total non-user benefits

4.5

2.8

10.4

5.7

Total

301

194

728

395

Annual economic benefits User benefits Annual time savings

Table 1 - Annual demand by mode (passengers, millions)

Capital costs*

Phase 1

Phase 2

Phase 3

Total

2,466

1,000

462

3,928

197

314

Costs without optimism bias

2,706

1,093

506

4,306

Costs with risk contingency (+45%)

3,923

1,586

733

6,242

Costs with optimism bias (+66%)

4,492

1,815

840

7,148

Infrastructure and rolling stock Design Project management

Table 2 - Metro annual operating costs (€million, 2017 prices, undiscounted)

Annual operating costs Metro operating costs Management costs Total

Phase 1

Phase 2

Phase 3

Total

0.4

0.2

Table 3 - Metro renewal costs (€million, 2017 prices, undiscounted)

Renewal costs

Phase 2

Phase 3

Infrastructure (annual value)

Rolling stock (one-off in year 30)

Total

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Non-user benefits

Reduction in PM10 Reduction in air quality

Change in fuel tax

Annual financial benefits (€million, 2017 prices, undiscounted)

Phase 1

M ov i n g

benefits in the form of fare revenue and rental income from station retail spaces. According to UK appraisal methodologies, financial benefits are included as negative costs in the cost section, as opposed to the benefit section.

Annual financial benefits

2025

2050

Change in public transport revenue – full network

35.7

41.0

Change in public transport revenue – phase 1

30.4

34.4

0.1

Income from station retail Movin g

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Valu e for money a ssessm e n t Combining the costs and benefits over the 60year appraisal, we obtain the following PV of benefits and costs, showing an NPV of benefits of €2,048m. The results show a Benefit-Cost Ratio (BCR) of 1.4, suggesting that benefits outstrip the costs of the scheme, supporting the case for investment. The scheme has high costs in the early years, but then the benefits outweigh the costs in individual years after scheme opening, meaning that in economic terms the investment “breaks even” after 37 years (i.e. the discounted economic benefits to date exceed the discounted costs to date after 37 years).

The major benefits of the scheme are journey time benefits to both public transport users and road users, which reflects the reduced congestion resulting from the transfer from car. Safety (prevention of road accidents caused by a move to a safer mode), savings in bus operating costs and revenue impacts are also estimated benefits of the scheme. These are set against the capital costs, operating and renewals costs, and the impact that the user charges have on individuals. The figure below shows the individual benefits and costs, and how they feed into the net present value of the scheme.

Phase 1 results We have assessed the value for money of implementing phase 1 only by analysing the costs and benefits over a 60-year appraisal period from 2030 (2030-2090), which is the assumed start of operations in the phase 1 only scenario. The results for implementing phase 1 only show a BCR of 1.2, and a NPV of €674m, derived from the PV of benefits (€3,814m) and costs (€3,140m).

This shows that phase 1 only of the proposed Light Metro System is expected to deliver comparable, if slightly lower value for money compared to the full network. This is because there are fixed costs associated with delivering the metro system such as the depot which do not vary with the length of the network, and because of the lack of positive, network effects on customer demand.

Present value of benefits and costs (€ million discounted, 2017 prices)

Value for money assessment (€ million, 2017 prices) (discounted)

Value for money results

Value

PV Benefits

7,545

PV Costs

5,497

Net Present Value

2,048

Benefits – costs ratio

1.4

Costs and Benefits (€ million, 2017 prices) (discounted)

Present value of benefits and costs (discounted, 2017 prices) – phase 1

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Compari so n with o ther sch e m e s

S e ns i t i v i t y t e s t s

The benefit-cost ratio for the Light Metro System for Malta is typical of other large transport infrastructure schemes. The following figure shows the comparison with some overseas and Malta schemes including other recent metro projects such as the Jubilee line extension in London, the proposed Sydney Metro scheme, and the Honolulu metro scheme in Hawaii, which is under construction.

We have undertaken sensitivity tests to estimate the impact of some of the assumptions on the benefitcost ratio, which show that the results are particularly sensitive to the discount rate. When the discount rate is lowered from 5% to 3%, the benefits – costs ratio increases to above 2. The benefit-cost ratio is less sensitive to a reduction in public transport yield to today’s level, and a reduction in optimism bias (to 45%, the level of risk that is built into the appraisals).

Comparison of benefit cost ratio with other schemes

Sensitivity tests on benefit-to cost ratio

Non -qu antif ied benefits In addition to quantified benefits, we have undertaken a high-level review of wider social and economic benefits that should be considered as part of the case of the scheme and have identified the following benefits:

• Positive impacts on tourism, as tourists can move around the island more effectively and quickly; • Positive impact on the image of Malta and Foreign Direct Investment (FDI).

• Benefits from improved public realm; • Improvements in business productivity; • Local economic impacts resulting from the provision of new retail space and increased vitality of areas surrounding the new stations;

These benefits are additional to those presented earlier. We suggest that inclusion of these benefits may increase the benefit-cost ratio further.

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Fin an cial Ca se Project costs (Phase 1 only)

Introduction The Financial Case concentrates on the affordability of the scheme by setting out the project and ongoing operating costs along with financing and funding arrangements to deliver. Project costs and revenues Indicative revenue, capital and operational cost estimates have been prepared for the scheme. For the purposes of the Financial Case, all revenues and costs include an allowance for inflation which has been set at 2% per annum reflecting the European Central Bank’s (ECB) medium-term target measured by the Harmonised Index of Consumer Prices (HICP). All costs and revenues in this financial case are in nominal terms, unless stated. Costs have been produced on the basis of the preferred alignment and unit cost benchmarks. The capital costs include a consideration of:

• an allowance for inflation; • 6-year construction period 2024 – 2029; • 19-year operations period 2030 – 2048. Passenger demand modelling has been undertaken based on 2025 and 2050 point estimates and we have used linear interpolation to define the growth in passenger journeys between these points and beyond 2050. Based on the analysis over, it can be seen that in 2025 the farebox revenue accounts for approximately 64.3% of the operations, maintenance and lifecycle costs. By 2050, this has risen to 71.9% as a result of the underlying passenger growth. This reflects a required operating subsidy in 2025 of €19.3m per annum falling to €15.2m per annum in 2050. In addition to the farebox revenue, we estimate some modest station retail opportunities of around £0.105m per annum.

• the base (capital investment) costs; • an allocation for risk through the application of a general risk contingency of 45%;

€m

Phase 1

Capital costs Design and Construction Cost inc. risk contingency – Real (2017 prices)

3,908

Design and Construction Cost inc. risk contingency – Nominal

4,650

Project Management Costs at 0.25% of Design and Construction Cost inc. risk contingency – Real

Project Management Costs at 0.25% of Design and Construction Cost inc. risk contingency – Nominal

Operating costs Operations and Maintenance Costs p.a. – Real (2017 prices)

36.1

Operations and Maintenance Costs p.a. – Nominal (Average)

56.0

Lifecycle Costs at 0.5% of Design and Construction Cost inc risk contingency p.a. – Real

17.9

Lifecycle Costs at 0.5% of Design and Construction Cost inc. risk contingency p.a. – Nominal (Average)

27.8

Metro Management Costs at 10% of average annual project management costs p.a. – Real

0.9

Metro Management Costs at 10% of average annual project management costs p.a. – Nominal (Average)

1.4

Project demand and revenue

2025

2050

32,683,900

36,574,138

€1.06

Phase 1 – annual revenue (€m) (2017)

34.7

38.8

Operations and Maintenance Costs Plus Lifecycle Costs p.a. – (€m) (2017)

54.0

64.3%

71.9%

Phase 1 – annual trips Average fare (2017)

Annual revenue/ Operations and Maintenance Costs Plus Lifecycle Costs

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Capital costs and preliminaries

Operating and maintenance costs

Phase 1 - Revenue profile (nominal) 120,000

Renewals Operating & Maintenance O&M

100,000

Fare revenue Station retail rent revenue

€000

80,000

60,000

40,000

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f o r

2049

2046

2045

2044

2043

2042

2041

2040

2039

2038

2037

2036

2034

2033

2032

2031

2030

2029

2028

2035

Movin g

2048

M al ta

2047

M ov i n g

2027

2026

20,000

me t ro

s y s t e m

310

311

F u n din g ga p a nd a d d iti o n al fu n di n g so u r ce s

F i na nc i ng

The total project funding gap (project revenues less project costs) in Net Present Value (NPV) terms is €2,358m. The chart below illustrates the annual funding gap. The nominal funding gap is not uniform over the project life as a result of the different phases of development, the impact of inflation and the underlying growth in farebox. On average, the funding gap is €10m per annum during project development, €286m during construction (to service government debt raised to finance the capital costs) and €302m during

The base case approach assumes the capital costs are financed using government raised debt. However, the project has characteristics which make it a suitable candidate for delivery via a privately financed solution. In such an instance, the private sector party would be responsible for the financing of the project and undertaking the detailed design, construction, on-going maintenance of the new infrastructure as well as providing passenger services for around 25-30 years (based on debt repayment profile and time to generate target shareholder return).

operations. This is equivalent to an annual amount in 2017 prices of €338m (indexed) over 19 years between 2030 and 2048 such that the project breaks even in NPV terms. Additional funding will therefore need to be raised from alternative sources. To illustrate the impact of mobilising different funding sources, we have considered a range of interventions which combine new sources and diverting existing sources. The impact is to reduce the funding gap in NPV terms to €1,875m.

On the basis of a representative Public Private Partnership (PPP) structure, assuming both the retention and transfer of revenue risk, this results in a total residual funding gap in NPV terms of €2,912m and €2,518m respectively, relative to €1,875m in the base case. As the underlying project revenues and costs are assumed to be the same, the increase is substantially driven by the increased cost of private finance as well as the associated transaction costs. Better value could be achieved where the additional cost of private finance is offset by lower overall risk pricing where risks are allocated to the party best able to manage them. An advantage of a PPP structure could be that the finance is treated as off balance sheet for statistical purposes.

Total net project cost (nominal)

Funding gap and affordability (NPV)

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Balance sheet treatment is not driven by who specifically provides the financing (although this does form part of the analysis), rather assesses who is the economic owner of the asset by reference to who bears the majority of the risks and receives the majority of the rewards. A ‘conventional procurement’ where government gives the private sector a contract for building assets at an agreed price plus a service contract for their maintenance, irrespective the source of finance (government, EIB, private), is more likely to be treated as on-balance sheet. A ‘concession’ arrangement where all the risks and rewards (including revenues) sit with the private sector is more likely to be treated as off-balance sheet. PPPs sit in the middle and can be treated either way, subject to meeting certain conditions related to risk allocation. Broadly these relate to: • • • • •

Construction risk; Availability risk; Demand risk; Residual value risk; Financing risk.

Where construction risk and availability or demand risk are transferred to the private sector, this has a greater chance of being treated as offbalance sheet, however a range of interventions by the public sector to retain risk, perhaps to make projects attractive or viable, could undermine that transfer (e.g. revenue guarantees).

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C om m e r c i a l C a s e

Core infrastructure and service requirements

Buildings and Civil Infrastructure

Staff Fuel/Power

Mechanical & Electrical

Insurance

Core Infrastructure Design & Build

Signalling & Systems

Core Services Operate & Maintain

Rolling Stock

Vehicle Maintenance and Renewal Depot Maintenance and Renewal

Testing and Commissioning

Infrastructure maintenance & renewal

Introduction The commercial case provides evidence on the commercial viability of the proposal and the procurement strategy that will be used to engage the market. Throughout this section we outline the approach taken to assess commercial viability. This is based on understanding the various infrastructure and service components required to deliver the scheme, identifying a range of potential commercial models to deliver the scheme combined with an assessment of the risk profile. Procurement strategy Although this study has been prepared on behalf of Transport Malta the delivery of the proposed metro system will require close working with other stakeholders and Government bodies. Through Transport Malta, the Government aims to promote and develop the transport sector in Malta by means of proper regulation and by the promotion and development of related services, businesses and other interests both locally and internationally.

Any contracts over the threshold values would need to be competitively tendered via EU compliant means in the Official Journal of the European Union (OJEU). Typically, there are five commercial components of a metro project: design; build and commission; finance; operation and maintenance. Each of these can often be broken down into further technical component parts (infrastructure, stations and rolling stock and depot(s)). These components can be procured separately or packaged together in various permutations which mainly relate to the transfer and ownership of the risks involved in the project. To deliver a successful scheme will require the skills and experience of a broad range of disciplines in infrastructure delivery and passenger service provision.

The Department of Contracts is responsible for the administration of the procurement procedures as laid down in the Public Procurement Regulations (LN352/2016). It shall deliver an efficient and effective service to both economic operators and contracting authorities alike. Besides, the Department of Contracts shall ensure that there is no discrimination between economic operators and that all economic operators are treated equally and transparently.

Finance and Funding

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S our c i ng op t i ons Delivery of the physical infrastructure to time and budget, as well as provision of operation and maintenance services, will require an in-depth understanding of the project risks and for these to be appropriately managed throughout each phase of the project. A key element in assessing our preferred contracting approach will be a thorough analysis of the project risks and determining which party is best placed to manage each and bear the financial impact of the risk occurring. This includes activities and risks that are best retained by Transport Malta In addition, there will be further consideration of the capability, capacity and desire of Transport Malta to actively manage numerous commercial interfaces in an unbundled contracting approach relative to wrapping the commercial interfaces into fewer or even a single commercial contract. There is a broad international market for the skills and expertise needed to deliver and maintain rail infrastructure and operate passenger rail services of this kind.

A number of potential commercial models are available that could be adopted to successfully deliver the scheme infrastructure and services. These models are broadly proven approaches with which the rail market and financial institutions are familiar and which have been employed by rail scheme promoters in differing international contexts. Each commercial model set out achieves risk transfer to the private sector to a greater or lesser extent. These include: • Design + Build + Operate + Maintain (“Traditional”, non-integrated); • Design & Build + Operate + Maintain; • Design & Build, Operate & Maintain; • Design, Build, (Finance) & Maintain + Operate; and • Design, Build, Maintain.

(Finance),

Operate

and

Summary of commercial models

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Ris k all oc a tion a nd r ev en u e r i sk

M a na g e m e nt C a s e

Optimal risk transfer is achieved where project risks are owned by the party best able to manage them, resulting in the lowest overall project costs. Each commercial model set out above achieves risk transfer to the private sector to a greater or lesser extent.

Introduction The Management Case presents the planning and governance structures that are required to deliver the proposed metro system in place, includes the arrangements for engaging with internal and external stakeholders and those for managing risks. Arrangements for the monitoring and evaluation of benefits, during implementation and post implementation, are also included.

Revenue risk in particular will form a key component of our risk identification, allocation and mitigation strategy. Under each commercial model presented, revenue risk could be taken by either Transport Malta or the private sector operator. Given the relationship of the project to the wider Malta transport network, including the complementary bus service contract, Transport Malta may decide to retain control of setting

fares on the system. Where an operator is willing to take this risk, it is likely to want full control over scheduling and fare setting, as the transfer of revenue risk incentivises maximum asset utilisation and revenue collection. As a ‘greenfield’ project with no operating or demand history, we recognise that revenue risk transfer of any form could be challenging until such history is demonstrated (including understanding the impact of competing networks, e.g. road usage).

The overall budget for the capital costs of the scheme is some €4.3 billion (2017 prices, excluding any contingency), with a further €63 million annual operating costs (2017 prices), and as such, the proposed mass rapid transit scheme is a complex, costly undertaking, the scale of which is without comparable precedent in recent Maltese history. This requires commensurate management arrangements. Project management The metro lines will be built in stages, rather than through a “big bang” approach. The first phase of the Light Metro System is scheduled to be operational by the end of 2029, allowing for six years of construction and commissioning from the end of 2023. Subsequent phases will open by the end of 2033 and 2036, with the project management, design, and construction periods marginally shortening for each phase as the key shared assets (including depots, and some design features) are developed in the initial phases, and lessons are learned. Other key activities include:

Light Metro System project timeline

• Public consultation and initial market soundings, • Developing an environmental impact assessment, and through this, obtaining planning consents, commencing at the end of 2017 and concluding by the end of 2021. The timeline depends on the final phasing arrangement, and will be refined for other factors as the programme moves forward. The estimated delivery programme is presented below.

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The proposal for the Light Metro System is currently at feasibility stage. This stage involves refining the locations and developing designs for the proposed network and stations. The project is being led by a team within Transport Malta, reporting directly to the Transport Malta Board and to Government ministers, which will step up in terms of its resources in the next phases. These phases include: Public consultation. The objective of consultation is to inform the public of the MRT plans, identify key stakeholders and potential issues, to elicit feedback on any issues or concerns, and use these to improve the scheme. Initial market soundings. The aim of market soundings is to build a highly engaged, informed and viable potential supply chain, to test market capability and appetite for certain areas of the scheme (including design aspects, packaging and scope, and funding and financing), allowing for updates to take place before contract documents are issued. Obtaining planning consent. There a number of actions required to obtain planning permission including updates to a draft Development Brief or Local Plan to support the mass transit project, an application for Development Permission

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and assessment by the Planning Board. The Environmental Impact Assessment (EIA) process will identify, assess and predict the likely significant environmental impacts of the Light Metro System scheme, and will be used as a tool to optimise the sustainability of the solution. Following development of the market soundings, the environmental impact assessment, and the subsequent impacts that these will have on scheme costs, benefits and phasing, it is best practice to update this document to the Outline Business Case (OBC) level before proceeding with development of tender documentation and other activities. Whilst this work is going on, the scheme designs will be developed so that the construction of Phase 1 can commence shortly after Presidential assent is received, which is currently scheduled to be obtained by the end of 2021. As the scheme and detailed design commences taking into account the feedback from the market soundings along with additional studies including, geotechnical studies, utility design and land use requirements, etc., the projected capital costs associated with the proposed metro system will continue to narrow.

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Gaining feedback from, and working alongside these stakeholders can help enhance the quality of the scheme, can streamline the time taken to delivery (especially on planning consents), and can thus reduce the overall scheme costs. As such, a stakeholder management plan, which includes procedures for those interacting with stakeholders, will follow in the next phase. Below, we suggest the main stakeholders that have interest in the success of the strategy. These include: • The key interfacing directorates within Transport Malta, including: - The current Light Metro System team; - Integrated Transport Strategy Directorate; - Land Transport Directorate; - Roads and Infrastructure Directorate. • The Maltese cabinet, especially the Prime Minister and the Minister for transport, infrastructure and capital projects, and other political leaders (including opposition leaders); • The Maltese treasury; • Projects Malta, the organisation funded by the Maltese government that coordinates

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and facilitates public private partnerships between the Maltese government and the private sector; The key bodies within the European commission, including: - European Rail Authority; - European Investment Bank (EIB); - Directorate-General for Mobility and Transport (DG-MOVE). Malta International Airport plc; Malta public transport (Autobuses Urbanos de León); Utility companies; Potential bidders for the major contracts for the Light Metro System, including: - Engineering and design companies; - Construction companies; - Rolling stock manufacturers and maintainers; - Infrastructure finance investors. Environmental and heritage authorities; Transport Passenger representative groups; Property owners and tenants along the route. The press.

In the forthcoming stakeholder management plan, Transport Malta would identify for each stakeholder: their position or concern, the purpose for engagement, and an outline of engagement approach.

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In the next phase, Transport Malta will develop a comprehensive risk management strategy that outlines the roles and specific responsibilities in managing risk, as well as how risks are identified, assessed, addressed and escalated through the programme’s governance framework. At this stage, the top risks include:

Transport Malta is responsible for the capital and maintenance plans for the country’s road network, and for managing the country’s public transport network. It has successfully delivered several major upgrade projects, although the Light Metro System scheme, with a capital cost of some €4.3 billion, is a larger project than previous Transport Malta undertakings, and as such, will require special management arrangements.

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Affordability and debt requirement; Public and / or political opposition; Industrial relations; Construction cost overruns; Consents and construction programme timing; • Market sounding outcomes and packaging strategy.

We suggest the formation of an inter-ministerial committee to be the decision making-authority for the Light Metro System programme. The inter-ministerial committee would consist of the Ministry of Transport, Infrastructure and Capital Projects, the Maltese Treasury, the office of the Prime Minister, and other key Maltese government departments. The inter-ministerial committee would be supported by a Project Board that would be responsible for realising the benefits of the project, to time, cost and quality constraints.

It would also give strategic direction to the programme. Organisations represented at the Project Board may include: • Ministry of Transport, Infrastructure and Capital Projects (likely to be in a chair role); • Transport Malta, including: - The proposed Light Metro System, directorate (see Section 3.3 below); - Integrated Transport Strategy Directorate; - Land Transport Directorate; - Roads and Infrastructure Directorate. • Office of the Prime Minister; • The Maltese treasury; • Representatives of funding or financing organisations, which might include: - Projects Malta; - The key bodies within the European commission; • Organisations representing public transport user groups; • Representatives of organisations delivering complementary initiatives (public realm improvements and bus service rationalisation).

At this stage, the project is being led by a small team within Transport Malta, reporting directly to the Transport Malta Board and to Government ministers, including the Minister for Transport, Infrastructure and Capital Projects. In due course, these arrangements might be replaced with two separate management functions: • A Light Metro System delivery directorate within Transport Malta (discussed in Section 3.3.1), which may, once the main contracts are let, become a contract monitoring and management organisation; and • An independent rail safety and economic regulatory organisation. There are also opportunities to combine these functions within the same Transport Malta directorate or delivery organisation, although the safety regulator must be independent from the eventual Light Metro System operator.

Copenhagen Metro Station Under Construction

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L igh t M etr o System Ma n ag e m e n t

R e g ul a t or y s t r uc t ur e a nd R a i l wa y S a f e t y A ut hor i t y

B e ne f i t s m oni toring and r e a l i s a t i on

In the next phase of development, we suggest the formation of a Light Metro System directorate within Transport Malta. A directorate within Transport Malta, rather than a wholly new government entity, would give the programme the focus that it requires, whilst being able to make use of the expertise and corporate functions of the parent organisation, whilst the Light Metro System team grows. We suggest that the project management structure for the Light Metro System is reviewed at key governance gateways, and allowed to evolve if necessary. A potential organisational chart appears below.

Transport Malta will develop a benefits management strategy in the next phase. This will ensure that the key objectives for the scheme, as laid out in the strategic case, are met. Along the way, the objectives should inform the development and design of the scheme, the funding and financing arrangements, the procurement strategy and specifications, and the evaluation of bidder proposals. An effective benefits management strategy is likely to include a benefits register that links the expected benefits from the programme to the overall strategic goals, nomination of the organisation or directorate that is accountable for realising the benefit, arrangements for ensuring that benefits monitoring is at the heart of scheme decision-making and monitoring and updating, to ensure that the benefits are on-course to be realised.

Director Light Rail Metro Programme

Deputy Director Regulatory

The Light Metro System Directorate would be led by the Director, Light Metro System, who would be accountable to the Transport Malta board and through them, to the Minister for Transport, Infrastructure and Capital Projects for the delivery of the programme, as well as to the Project Board.

Deputy Director Infrastructure

The safety authority would need to have its own independent staff and budget compared to the light rail operator. It could be a part of the Light Metro directorate of Transport Malta, or, alternatively, many EU countries choose to have the safety regulator independent from the main government contracting authority.

Deputy Director Governance

Deputy Director Operations

Link to Other Programmes Public Realm Improvements Bus Servic Rationalisation

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Delivering the Scheme

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D e l i v e r i ng t he s c he m e There is an international supply market for the skills and expertise needed to deliver and maintain rail infrastructure and operate passenger rail services of this kind.

Capital Projects would deliver the scheme. This is a similar model to the one used in many recent major construction projects, such as Milan Metro Line 5, and London Crossrail.

A number of potential commercial models are available that could be adopted to successfully deliver the scheme infrastructure and services. These models are proven approaches with which the rail market and financial institutions are familiar and which have been employed by rail scheme promoters in differing international contexts. We suggest that a model whereby a project team, potentially a new directorate within Transport Malta, or an arms-length entity (special purpose vehicle, or SPV) reporting into Transport Malta and the Minister for Transport, Infrastructure and

The metro lines will be built in stages, rather than through a “big bang” approach. The first phase of the Light Metro System is scheduled to be operational by the end of 2029, allowing for six years of construction and commissioning from the end of 2023. Subsequent phases will open by the end of 2035 and 2040, with the project management, design, and construction periods marginally shortening for each phase as the key shared assets (including depots, and some design features) are developed in the initial phases, and lessons are learned.

Potential Light Metro System organisational chart

Ministry for Transport, Infrastructure and Capital Projects Transport Malta Malta Light Metro Premium / Subsidy

Capital payments, riskshare agreements

Construction contractor(s)

Operation contractor(s)

Annual Payments

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Passenger Revenue Contracts can be

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P roje ct Deliv er y The following presents the key requirements to deliver the project through the planning stage should Transport Malta and the Government of Malta decide to proceed with the light metro project. Public Consultation It will be important that the concept network for the light metro project is presented to both the general public and key stakeholders to ensure that there is a generally understanding of the proposal itself but to allow feedback to be gathered on the scheme and integrated into the emerging design proposals for the light metro system. A public consultation plan has been developed and is summarised below: • Project Launch Night in Pembroke hosted in a marquee on the existing Park and Ride site. The event will be by invite only by the Government and those attending will not know the specifics of the proposal. The marquee will be divided into two section. The front end will have the stage and seating for the video, speeches and presentations. The back end will host the exhibition space; • The exhibition space will include a mix of presentation material including: Video

Animation of the light metro system; Presentation Boards highlighting the branding of the metro system along with imagery of the station locations; Rest Area to review documentations and private consultation rooms for individual consultations (if necessary); • Following the launch night the exhibition will be open to the public for 4 weeks which will be advertised through numerous media sources to inform the general public of the upcoming stakeholder consultation process; • The presentation material should be displayed for a period of four weeks. Interested members of the public should be facilitated to make representation directly in writing, with paper and pens to be made available at each location; • Following the ending of the exhibition space in Pembroke it is proposed to bring some of the material to the following locations within the core study area for a shorter duration of time;

Valletta – Parliament Building Paola – Council offices Mosta Local Council Offices Sliema – Outdoor Event

• Issue the brochure and stakeholder document to key transportation organisations within Malta including: Civil Aviation Directorate; Luqa International Airport; Malta Freeport Terminals; Ports and Yachting Directorate; Malta Public Transport; Ferry Operators - Marsamxetto Steamferry Services Limited; Ferry Operators - Gozo Channel Operations Limited; and Valletta Waterfront Consortium. • Meet with key land owners to discuss the current proposals including; Mater Dei Hospital, University of Malta, Luqa Internal Airport and other land owners whose property, may be of interest as part of the development of the light metro project; • All feedback from the public consultation stage of the project will be consolidated into a single report for future reference with respect to the delivery of the light metro project.

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• Preparation of a Market Soundings Plan presenting the proposed methodology and the key outcomes both in terms of technical requirements and financing requirements; • Preparation of material to support the market soundings. It is envisaged that the scope of material required by way of Project Background will be similar to that presented as part of the public consultation process, together with the technical material prepared as part of the Concept Network Design. The Market Sounding will also include a ‘Questionnaire Document’ which will enable Transport Malta collate and compare information submitted; • Issue of a ‘public call’ for market soundings from prospective interested organisations and attend meetings with potential participants (as required); and • Preparation a Market Soundings Report summarising the findings of the process and issues raised which would influence the development of the concept design for the Mass Rapid Transit system.

• Prepare a brochure outlining the key aspects of the Emerging Preferred Mass Rapid Transit mode and network to be made available at all local council offices. This brochure will also be made available on a project specific website, along with details on how to make submissions on line; • Issue public consultation documentation to business representative organisations – e.g., Malta Chamber of Commerce, Enterprise and Industry, Association of General Traders and Retailers, Business Network International, etc. and request feedback with respect to the Malta Metro proposal;

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Market Soundings The key tasks to be carried out include:

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Metro A proposal for a metro system

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En viron m ent Assessment Development Planning As outlined in the Malta Development Planning Act 2016: Article 70, no development may be carried out unless development permission has been granted, therefore under this regulation the underground light metro project will require development permission. In determining an application for development consent, the Planning Board must have regard to relevant plans and policies. Malta’s extant strategic plan is the Strategic Plan for Environment and Development 2015 and a decision on an application for any light metro proposal has to have regard to the Plan. The Plan includes support, at Thematic Objective 10, for a modal shift from road to public transport. However, there is no specific support for any mass rapid transit system, such as heavy rail or light rail/metro projects. It is therefore assumed that detailed policy support would need to be put in place by the government for any light rail proposal. Accordingly, it is likely that the process for achieving Development Permission for any such project would include the following stages:

1. Publication of a draft Development Brief or Local Plan for the MRT project, consultation on that Plan and subsequent adoption by the Planning Authority; 2. Preparation of an application for Development Permission. The application would consist of a large number of detailed documents including: a.plans and drawings; b.an assessment of the archaeological impacts of the development; c.a contaminated land assessment; and d.an Environmental Statement that would assess the environmental impacts of the MRT proposal and inform an appropriate assessment under the Flora, Fauna and Natural Habitats Protection Regulations 2006; 3. The application is considered by the Planning Board (being the ‘Consenting Authority). It is estimated that the timetable for steps 1 to 3 above is likely to be in the order of two/ three years.

Similar regulations apply to most other countries, with local variations appropriate to local legal practice and precedent. Transport Malta should take appropriate legal advice on whether existing legislation in Malta is adequate to address the particular requirements of a railway.

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Environmental Assessment Before consent is granted for the project an Environmental Impact Assessment is to be carried out in accordance with the European Union’s Environmental Impact Assessment Regulations. The Assessment would consider a wide range of environmental impacts that are likely to result from the development and describe mitigation measures that would be required. Such impacts include: • Impacts on buildings with heritage value that are affected and mitigation of these; • Impacts of the construction phase including the impacts of tunnelling and the removal of any contaminated land. Protection of Natural Habitats If a mass rapid transit project has an impact on a European Site (a Special Area of Conservation (SAC) or a Special Protection Area (SPA)) information would need to be provided to the consenting authority that enables an assessment (“appropriate assessment”) by the consenting authority of the implications of the Project on the European Site (Flora, Fauna and Natural Habitats Protection Regulations 2006). The consenting authority can only give consent to the project if it is satisfied that it does not have an adverse impact on the integrity of the European Site or, if it has an impact, that there are “imperative reasons of overriding public interest” which justify the Project being carried out.

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Land Appropriation Land may be acquired by agreement but, if agreement cannot be reached, powers to acquire land compulsorily are contained in the Land Acquisitions (Public Purposes) Ordinance, based on the following process: • The President may declare any land to be required for a public purpose; • The Commissioner for Land may acquire land required for a public purpose temporarily or permanently; • Compensation must be paid to persons whose land is acquired for a public purpose. An important part of early stage rail planning is to establish the project-wide approach to private and public land acquisition, sub-surface rights and associated treatment of compensation claims from landowners. The procedure needs to be clarified on a project by project basis, considering the application of the laws of Malta and any special laws that may be required to build the Metro. • Land is required on a temporary basis for worksites, and either be leased from the owner or else acquired and then resold at market rates when the project is complete; • Land is required on a permanent basis for entrances and surface structures (including open sections of trackway at portals), depot and stabling facilities; • Sub-surface rights are required for tunnels and mined stations below private land.

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P roj ect Pr o gr a mme An initial project programme is presented which is subject to both funding and planning requirements. Further development of the construction programme will be required during the future stages of the project. The estimated construction programme for the project has been derived by a number of methods as follows:

• Benchmarking against similar recent metro projects around the globe, are at various stages of delivery, including in planning, in construction and recently completed projects;

It should be noted that the estimated construction programme is based on the above assumptions and level of information available at this early stage of design.

• Review of sequencing of tunnel and station construction, including the number of tunnel drives / working faces and interfaces between tunnels and the stations, which is on the programme critical path, for each of the proposed three construction phases.

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Business Case - Task 2 Route Selection & Preliminary Concept Design - Task 3 Government Presentation & Approval to Proceed to Public Consultation Public Consultation, EIA, Planning, Regulatory Approvals & Land Acquisition Reference Design & Contractor Procurement - DBFOM Contract (Phase 1) Detailed Design & Construction - Enabling Works - Phase 1 Detailed Design & Construction - Phase 1 System Commissioning, Integration, Testing & Verification, Trial Running - Phase 1 Metro Operations Commence - Phase 1 Enabling Works - Phase 2 Detailed Design & Construction - Phase 2 System Commissioning, Integration, Testing & Verification, Trial Running - Phase 2 Metro Operations Commence - Phase 2 Enabling Works - Phase 3 Detailed Design & Construction - Phase 3 System Commissioning, Integration, Testing & Verification - Trial Running - Phase 3 Metro Operations Commence - Phase 3

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