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Document type
Transport Plan
Document title
Travelling Smart
Green Transport Plan for the Msida Campus – University of Malta
Authors
Maria Attard (MA): Team Leader Statistical Analysis
Thérèse Bajada (TB)
Resource person
Paul Gauci (PG)
Liberato Camilleri (LC)
Checked
Description
Revisions
Rev No
Approved
Date
Christopher Spiteri (ChS)
03
PG
MA
01-Mar-11 Correction of typographic errors
02
PG
MA
24-Jan-11 Minor changes
01
PG
MA
21-Jan-11 Second draft
Inserted corrections after initial
review
00
PG
MA
06-Jan-11 First draft
i
ii
Table of Contents
Glossary ....................................................................................................................................... ix
Preface ......................................................................................................................................... 11
1 Existing Conditions on Campus ............................................................................................. 13
Policy background ................................................................................................................................................ 13
Green Transport Plans Policy .................................................................................................................. 13
Current planning policies for the area, including parking standards and requirements ........................... 14
Block plan of the UoM Msida Campus ................................................................................................................. 17
Peak time traffic flows into/out of campus and parking areas .............................................................................. 17
Quantification of pedestrian flows at all access points ......................................................................................... 21
External routes regularly used by pedestrians on their way to University ............................................................ 22
Historic accident records for the roads in the vicinity of the University ................................................................. 24
Public transport ..................................................................................................................................................... 24
Identification of committed highway works in the area ......................................................................................... 29
Developments with planning consent but which have not yet been implemented ................................................ 29
2 Expected change over the next 10 years ............................................................................... 31
Growth of the University of Malta Msida Campus ................................................................................................ 31
Anticipated maximum student population and when this will be reached ............................................................. 32
Student and human resources ................................................................................................................. 32
Research and teaching staff ..................................................................................................................... 32
Factors underlying future physical development ...................................................................................... 33
3 Existing travel patterns ........................................................................................................... 35
Student and staff travel surveys – methodology ................................................................................................... 35
Survey participants ............................................................................................................................................... 37
Analysis of data and definition of the transport problems ..................................................................................... 38
Factors affecting travel behaviour ............................................................................................................ 38
Weekly travel patterns .............................................................................................................................. 38
Trip Duration ............................................................................................................................................. 39
Modal split ................................................................................................................................................ 40
Aspects of travelling to University by car ................................................................................................. 41
Problems encountered on the journey to and from University ................................................................. 43
Trip distribution – walking ......................................................................................................................... 46
Leaving University .................................................................................................................................... 47
Attitude towards changing mode of transport ........................................................................................... 48
Attitudes towards car-sharing ................................................................................................................... 51
Attitudes towards more sustainable forms of transport ............................................................................ 52
Travel during work/school hours .............................................................................................................. 52
Summary of results and proposed sustainable transport measures .................................................................... 53
User profile ............................................................................................................................................... 53
Journey conditions to and from University ............................................................................................... 53
Attitudes towards change ......................................................................................................................... 53
Attitudes towards car sharing ................................................................................................................... 54
Overall attitudes towards the use of alternative sustainable forms of transport ...................................... 54
4 Green Transport Plan .............................................................................................................. 55
Introduction ........................................................................................................................................................... 55
Green Transport Plan measures .......................................................................................................................... 55
Short term measures ................................................................................................................................ 55
Setting up a GTP Committee................................................................................................................ 55
Appointment of a GTP Coordinator ...................................................................................................... 56
A targeted information campaign to promote the use of public transport ............................................ 56
Medium term measures ............................................................................................................................ 56
A fleet management and logistics plan ................................................................................................. 56
A dedicated group transport service for the University ........................................................................ 56
A car sharing database to promote car sharing practices .................................................................... 57
Enhancing the parking scheme on site ................................................................................................ 57
Request the Government to upgrade the Tal-Qroqq Junction underpass ........................................... 57
iii
Long term measures .................................................................................................................................57
Develop proposals for Government to develop safe routes to University ............................................57
Develop pilot projects for enterprise in the area of travel planning.......................................................57
Analysis of proposed sustainable transport measures ......................................................................................... 58
Proposed public information facilities ................................................................................................................... 59
Targeted Information Campaigns .............................................................................................................59
Web information ........................................................................................................................................59
Travelling planning counselling services ..................................................................................................59
Works Cited ................................................................................................................................. 61
Endnotes ..................................................................................................................................... 63
iv
Annexes
Annex One.....................................................................................................................Terms of Reference
Annex Two........................................................................................Traffic and Pedestrian Survey Results
Annex Three .................................................................................................................. Accidents Statistics
Annex Four ................................................................................................................................. Bus Routes
Annex Five.......................................................................................................Travel Survey Questionnaire
Annex Six ........................................................................................................................................... Leaflet
Annex Seven ......................................................................................................................... Press Release
Annex Eight ............................................................................................................... Travel Survey Results
v
List of Tables
Table 1:
Members of the Green Transport Plan (GTP) Team ............................................................................... 11
Table 2:
UoM Msida Campus | distribution of parking facilities ............................................................................. 17
Table 3:
Summary of traffic data collected during the AM peak ............................................................................ 19
Table 4:
Summary of traffic data collected during the PM peak ............................................................................ 19
Table 5:
Description of pedestrian survey sites ..................................................................................................... 21
Table 6:
Description of direct services to University .............................................................................................. 24
Table 7:
Patronage figures over time for direct services to the University............................................................. 25
Table 8: Description of non-direct services to University ......................................................................... 26
Table 9:
Direct services for the UoM/Mater Dei Hospital interchange ................................................................... 26
Table 10:
Development which have been completed over the past 10 years ......................................................... 31
Table 11:
Development which are currently in hand ................................................................................................ 31
Table 12:
Future developments (pending development permission applications)................................................... 31
vi
List of Figures
Figure 1:
North Harbour Local Plan | Map MP3 ....................................................................................................... 14
Figure 2:
North Harbour Local Plan | Map MP1 ....................................................................................................... 15
Figure 3:
Central Malta Local Plan | Map BKM1 ...................................................................................................... 16
Figure 4:
UoM Msida Campus | block plan and car parking and pedestrian access ............................................... 18
Figure 5:
Number of private cars entering and exiting sites during the AM peak .................................................... 20
Figure 6:
Number of private cars entering and exiting sites during the PM peak .................................................... 20
Figure 7:
Incoming pedestrian traffic AM.................................................................................................................. 21
Figure 8:
Outgoing pedestrian traffic PM.................................................................................................................. 22
Figure 9:
Facilities for pedestrians ........................................................................................................................... 23
Figure 10:
Location of accidents with injury within 500m of the UoM for the years 2005 and 2006 ......................... 23
Figure 11:
Public Transport Reform | Public Transport Network ............................................................................... 28
Figure 12:
Student numbers 1998-2010 and projected for 2015 ............................................................................... 32
Figure 13:
Staff members 1998-2010 and projected to 2015 .................................................................................... 33
Figure 14:
Banner at the Gateway Building during Freshers‟ Week .......................................................................... 35
Figure 15:
Detail of banner which launched the brand designed for the UoM Msida Campus GTP ......................... 36
Figure 16:
Spatial distribution of residence of participants ........................................................................................ 37
Figure 17:
Factors affecting travel behaviour 1 .......................................................................................................... 38
Figure 18:
Daily attendance........................................................................................................................................ 39
Figure 19:
Trip duration .............................................................................................................................................. 40
Figure 20:
Travel time by mode of transport .............................................................................................................. 41
Figure 21:
Modal split 41
Figure 22:
Reasons for travelling to University by car ............................................................................................... 42
Figure 23:
Journey problems for car drivers (top) and bus users (bottom) ............................................................... 44
Figure 24:
Journey problems for pedestrians (top) and cyclists (bottom) .................................................................. 45
Figure 25:
Factors that would encourage more use of public transport..................................................................... 46
Figure 26:
Other reasons for using public transport ................................................................................................... 47
vii
Figure 27:
Other reasons for walking ........................................................................................................................ 48
Figure 28:
Other reasons for cycling ......................................................................................................................... 49
Figure 29:
Other reasons for car sharing................................................................................................................... 50
Figure 30:
Other reasons for using sustainable forms of transport ........................................................................... 51
viii
Glossary
Abbreviation
Description
ADT
Awtorità Dwar it-Trasport ta‟ Malta (Malta Transport Authority)
it role is currently taken up by the Land Transport Directorate of the recently set
up Transport Malta
CMLP
Central Malta Local Plan
GTP
Green Transport Plan
MEPA
Malta Environment and Planning Authority
NHLP
North Harbours Local Plan
Structure Plan
Structure Plan for the Maltese Islands
Final Draft Written Statement and Key Diagram
TM
Transport Malta
UoM
University of Malta
ix
x
PREFACE
The Malta Environment and Planning Authority (MEPA) requested the University of Malta (UoM) to prepare and submit a Green Transport Plan (GTP) in line with current and projected developments. In July
2010 the Institute for Sustainable Development was commissioned by the UoM Rector to formulate the
GTP in collaboration with the UoM Estate and Works Department.
The Institute appointed a number of experts on the project to form the GTP Team which is headed by
Dr Maria Attard. Each member of the team was identified for his/her skills and experience in specific
fields. Table 1 presents the details of the experts making up the GTP Team.
Table 1:
Members of the Green Transport Plan (GTP) Team
Name
Designation
Experience
Dr Maria Attard
Director
Institute for Sustainable Development,
Lecturer in Geography
Transport Geographer and Planner with
14 years experience in the field of land
transport policy and planning. Published
in the areas of transport policy and
transport geography.
Perit
Christopher Spiteri
Director
Estate and Works
Project and Estate Manager with 15
years experience in the field.
Dr Paul Gauci
Faculty of the Built Environment
Lecturer in Architecture and Planning,
Urban planner for 23 years with experience in consultancy in the field of spatial
planning and environmental management
Dr Liberato Camilleri
Department of Statistics and Operations
Senior Lecturer in Statistics
Statistician with substantial experience in
the analysis of surveys of different types
Ms Thérèse Bajada
Institute for Sustainable Development
Assistant Lecturer
Transport geographer with 6 years experience in the field of land transport
strategy.
Further specialisation obtained in Travel
Planning.
The GTP was formulated with reference to the Terms of Reference issued by the MEPA in March 2010,
a copy of which is included in Annex One. Meetings were held with the Integrated Transport Strategy
Directorate at Transport Malta (TM) in order for the approaches to be adopted during the data collection
and preparation phases of the GTP to be discussed and agreed.
The structure of this report follows the said Terms of Reference as follows:
1. Existing conditions on campus
2. Expected change over the next 10 years
3. Existing travel patterns
4. Green transport plan
Page 11 of 63
Page 12 of 63
1
EXISTING CONDITIONS ON CAMPUS
Policy background
Green Transport Plans Policy
The University of Malta is located in the limits of Msida, which forms part of the area covered by
the North Harbours Local Plan (NHLP) (Government of Malta, 2006a). Under NHLP Policy NHTR07,
the MEPA is empowered to require developers/operators of large projects to prepare and implement
GTPs. This policy forms part of the overall transport strategy of the NHLP, the principal objectives of
which are the reduction:
1.1

in the congestion in the network, and

of the dependency of many on the private car.
The attainment of these objectives also involves the following initiatives:

the upgrading of the network, which is in hand, among other things, through the works that
are being done, and are planned with respect to Route 1, which makes up the section of the
Trans-European Transport Network (TEN-T) in Malta, and

the reform of the public transport system, which is to be formally launched in July 2011.
It is well known however, that the upgrading of roads is bound to encourage more people to use
their private cars unless alternative modes of transport can be made to operate, and to be seen to be
functioning, efficiently. Hence, the forthcoming public transport reform.
1.2
The Structure Plan for the Maltese Islands (Government of Malta, 1990), for example requires
developers/operators to submit traffic impact statements (Policy TRA 2) and to provide parking facilities
for all the users of their developments within the confines of the same developments (Policy TRA 4).
The upgrading works and the reform of the public transport system which are mentioned above were
originally provided for in the same Structure Plan through its RDS and PTR policies.
1.3
Through Policy NHTR07, the NHLP seeks to provide the framework through which large organisations fulfil part of their social responsibilities by contributing to the successful attainment of the transport objectives, which have been inbuilt into the Maltese Planning System since the approval of the
Structure Plan in 1992, and subsequently passed on to the Local Plans.
1.4
1.5
The NHLP (Government of Malta, 2006a) defines GTP as a
… package of measures to discourage staff, and in some cases visitors, from driving alone by car,
and encouraging them to use more environmentally friendly forms of transport. Each GTP will be tailored to the needs of the development/organisation in question. (pp. 24-25).
1.6
The preparation of a GTP requires
1. the collection and analysis of data concerning the travel patterns of people employed by, and
making regular use of the services provided by the organisation in question, and
2. the identification and realisation of transport alternatives, which employees and visitors would
accept to use as they would consider them superior to using private cars.
Accordingly, the typical GTP would, prioritise car sharing and green modes of transport such as cycling,
public transport, and transport provided by the developer/operator.
Page 13 of 63
Current planning policies for the area, including parking standards and requirements
In the early-1990s Structure Plan (Government of Malta, 1990) established, through Policy SOC
11 that land adjacent to the UoM was to be “… reserved for uses essential to its development and expansion, and which cannot be suitably located elsewhere.” (p. 53).1 In the NHLP Policy SOC 11 is interpreted as follows:
1.7
NHMP08
Expansion Areas
Expansion of the University
MEPA will not permit the northerly expansion of the University into Wied Ghollieqa. Development on
existing afforested areas will not be permitted. The preferred areas for expansion of campus services
and facilities are to the south west of the site as designated on Map MP3. Development within the
designated area for University expansion is to conform to all the following criteria:
i. The maximum site coverage is 40%;
ii. A minimum 6m wide heavily landscaped buffer zone is to be provided between the proposed development and Triq Dun Karm;
iii. A 6m wide inaccessible and heavily landscaped buffer zone is to be provided between the proposed campus development and any residential accommodation located to the east of the designated area;
The structural stability of the tunnel and vents serving Enemalta distribution cables is not to be compromised; and
For safety reasons, no vehicular and pedestrian access will be allowed from the area designated for
the campus expansion to Triq Dun Karm.
Building Heights
In order to allow for the required expansion of the University within its designated area, MEPA will
adopt a flexible approach to building heights. MEPA is to be satisfied that the design of any high
Figure 1:
Page 14 of 63
North Harbour Local Plan | Map MP3
buildings is to be of exceptionally high quality and will enhance long distance views to the University
Grounds.
Transport
MEPA will seek to improve pedestrian and public transport links to the University. New car parking
facilities will not be permitted in or around the University Campus other than the car parking spaces
identified in Map MP 3.
In considering proposals for expansion, MEPA will require the University of demonstrate a commitment to:
a Providing incentives for students and staff to arrive by public transport and other sustainable
modes of travel by the preparation of a Green Transport Plan to the satisfaction of MEPA;
b Improving public transport links to the west and east of the University Campus. Subject to approval by ADT, the provision of a bus interchange as indicatively shown in Map MP3 will be
sought as a planning obligation;
c Improving internal pedestrian links;
d Promoting a car free environment, including the ring road; and
e The removal of the existing car parking area currently encroaching into Wied Ghollieqa as soon
as possible. Directly following the removal of this car parking area, the land in question is to be
re-instated to its original natural state to the satisfaction of MEPA. Exceptions to this reinstatement will only be made where specific operational provision is made. (Government of
Malta, 2006a, p. 106)
Map MP3 is presented in Figure 1 (on page 14).
This policy statement is intended to contribute towards the attainment of the objectives of the
Structure Plan with respect to the need for development to be balanced across the islands. Structure
Plan Policy SET 2 (p. 35) encourages residential development in the Inner Harbour area and the location of employment generating activities in the outer residential area. This policy is complemented by
1.8
Figure 2:
North Harbour Local Plan | Map MP1
Page 15 of 63
Policies SET 7 (p. 36) and COM 2 (p. 57). The former prioritises community and commercial developments in the outer areas, and the latter seeks to encourage more residential development in Valletta
and Floriana, and preclude the spread of office development. The most important of the beneficial impacts of this strategy would be the reduction of the pressures on the transport infrastructure on and
around the harbour areas.
Structure Plan Policies SET 2, SET 7, and COM 2 have provided the general spatial framework
within which all the local plans were to be formulated from the mid-1990s onwards. Indeed, each local
plan provides the space for investment in employment-generation nodes of different types. In the NHLP,
the Tal-Qroqq area, specifically a tract of land to the south and southwest of the UoM, is considered,
under Policy NHMP13 (p. 110) one of such development nodes (Figure 2 on page 15). The Central
Malta Local Plan (CMLP) (Government of Malta, 2006b) also contributes to the commercial investment
in the Tal-Qroqq area. A strip of land in Swatar which is located in the north-eastern part of the CMLP
area, is a designated commercial area located to the southeast of the zone covered by NHLP Policy
NHMP13 (see Figure 3 below). This area has over the past four years been over 70% developed and
observations made by the GTP team indicate that the traffic impacts attracted by the office development
in this zone are discernible.
1.9
The considerations discussed above are indicative of the need for a radical change in the manner that people working, studying, using, or visiting the community (Mater Dei Hospital and UoM) and
commercial developments in Swatar (as provided for in the NHLP and the CMLP) travel to and from the
Tal-Qroqq area. As the provision in the NHLP for the location of a public transport interchange in the
Tal-Qroqq area (Figure 1 on page 14 and Figure 2 on page 15) has now been absorbed into the reform
of the public transport system, the opportunities for the greening of trips to and from this area are substantial.
1.10
Figure 3:
Page 16 of 63
Central Malta Local Plan | Map BKM1
Block plan of the UoM Msida Campus
A Block Plan of the UoM Msida campus is presented in Figure 4. It also shows all the parking
facilities in the grounds of the university, the campus ring road (which also functions as a parking facility), and vehicular and pedestrian access points.
1.11
Car parking facilities at the University are designated to three user groups:
1.12
1. academic staff, who are allocated yellow spaces;
2. administrative staff, who are allocated white spaces, and
3. students who, are allocated blue spaces.
The distribution of car parking spaces around the campus is detailed in Table 2.
Parking permits are issued to individuals and these must be displayed on the vehicle. These
permits allow daily monitoring of parking and clamping of illegally parked vehicles.
1.13
Table 2:
UoM Msida Campus | distribution of parking facilities
Parking Area
Administrative
Staff
Academic Staff
Students
Total
Car Park 1
57
81
60
198
Car Park 2
11
32
0
43
Car Park 3
10
40
0
50
Car Park 4
0
0
40
40
Car Park 5
16
49
0
65
Car Park 6
200
0
354
554
Car Park 7
8
25
0
33
Car Park 8
4
6
39
49
Ringroad
161
22
177
360
Total
467
255
670
1392
34%
18%
48%
100%
Proportion of Total
With the exception of eight disabled parking spaces distributed around campus, reserved parking is allocated on an ad hoc basis. These include reserved spaces for some Deans [of Faculties] and
Directors [of Institutes and Centres] within the academic structures of the University and high administrative officials in the University. There are 52 reserved spaces for specific positions and seven spaces
reserved for entities.
1.14
Peak time traffic flows into/out of campus and parking areas
1.15
The peak times at the campus are the following:

Weekday AM peak: 07:00 to 10:00

Weekday PM peak: 15:00 to 18:00
In order to establish the traffic flows in and out of the campus, traffic surveys were carried out
on the 23 November 2010 to cover all vehicular access sites around the campus. The raw data for the
different sites is found in Annex Two and include counts for different types of vehicles at the following
entry-exit points.
1.16

Site A – Gateway Building entry-exit

Site B – Old University entry-exit

Site C – Triq E Bernard entry-exit2
Page 17 of 63
Figure 4:
Page 18 of 63
UoM Msida Campus | block plan and car parking and pedestrian access
The analysis of the survey indicated that most of the traffic entering and exiting the campus is
made up of private cars. Table 3 and Table 4 (below) provide the summary figures of the number of vehicles entering and exiting the University during the AM and PM peak hours, respectively.
1.17
Table 3:
Summary of traffic data collected during the AM peak
Type of flow
Number of
motorised vehicles
Number of
bicycles
Percentage share of
private cars
1,924
7
99.8%
170
0
95.0%
Site A – Gateway Building entry-exit
in
out
Site B – Old University entry-exit
in
542
3
94.0%
out
145
1
94.0%
97
0
94.0%
330
0
97.0%
Site C – Triq E Bernard entry-exit
in
out
Table 4:
Summary of traffic data collected during the PM peak
Type of flow
Number of
motorised vehicles
Number of
bicycles
Percentage share of
private cars
Site A – Gateway Building entry-exit
in
486
1
97%
out
805
6
94%
Site B – Old University entry-exit
in
316
6
99%
out
216
0
97%
Site C – Triq E Bernard Pool entry-exit
in
163
0
97%
out
195
0
95%
Given that private cars make out the largest share of vehicular traffic entering and exiting the
campus it is worthwhile analysing temporally the distribution of traffic at the various sites. Figure 5 and
Figure 6 (on page 20) show the car traffic distribution over the morning and the afternoon peaks at the
three sites.
1.18
1.19
Figure 5 highlights the following observations:
1. The single largest body of traffic enters the campus through Site A, the Gateway Building entry-
exit. This site is well serviced by a roundabout linking the UoM to the Mater Dei Hospital and the
Birkirkara By-pass (Triq Dun Karm Psaila in Figure 4 on page 18).
2. The highest peak is registered between 07:00 and 07:45, which reflect the staff working hours
and closer to 08:00 the start of lecturing hours (08:00).
3. A smaller peak is observed at Site B, the Old University entry-exit with car traffic peaking at
07:45, coinciding with lecturing hours starting at 08:00.
4. A stable traffic pattern is then observed throughout the morning peak until 10:00.
Page 19 of 63
Figure 5:
Number of private cars entering and exiting sites during the AM peak
Car Traffic AM Peak
400
Number of Vehicles
350
300
250
200
150
100
SITE A IN
1.21
SITE A OUT
SITE B IN
SITE B OUT
SITE C IN
09:45
09:30
09:15
09:00
08:45
08:30
08:15
08:00
07:45
07:30
07:15
0
07:00
50
SITE C OUT
In Figure 6 one then observes the following:
1. private car traffic during the afternoon peak between 15:00 and 18:00.
2. traffic at Site A reduces right after 15:00 but starts to increase towards 17:00 at which time staff
working hours finish. Traffic exiting the site reduces dramatically after 17:30.
During this peak one can also observe a similar pattern of activity at the Old University entryexit with car traffic entering the site. This could reflect the traffic entering the University for evening lectures. The peak however is much lower. With the exception of Site A, exiting of vehicles
from other sites is relatively stable.
The patterns described above reflect the distribution of staff and student parking across the
campus. While student parking is distributed throughout the University, staff parking is more concentrated in specific areas. One example is the staff parking area located in Car Park 6 which is
adjacent to Site A, hence the peak of traffic exiting the site during the afternoon peak.
1.22
Figure 6:
Number of private cars entering and exiting sites during the PM peak
Car Traffic PM Peak
180
160
Number of vehicles
140
120
100
80
60
40
20
SITE A IN
Page 20 of 63
SITE A OUT
SITE B IN
SITE B OUT
SITE C IN
SITE C OUT
17:45
17:30
17:15
17:00
16:45
16:30
16:15
16:00
15:45
15:30
15:15
15:00
0
Quantification of pedestrian flows at all access points
The University has five pedestrian access points, three of which are shared with vehicles (A to
C in Figure 4 on page 18). These access points are described in the following table:
1.23
Table 5:
Description of pedestrian survey sites
Site
Description
Site A
This site marks the new entrance to the UoM campus. It is identified as the Gateway Building
entry-exit, named after the Gateway Building located at its entrance. This location links the
University with the bus terminus located at the junction between the Mater Dei Hospital and
University and is well serviced with pedestrian walkways and crossings.
Site B
This site marks the old entry-exit point of the UoM. It is located in a minor road off the TalQroqq Junction.
Site C
This site marks the entrance to the University of Malta through the Sports Complex on the east
of Regional Road (Triq Mikiel Anton Vassalli in Figure 4). This site provides access from Msida
and Gżira.
Site D
A gate which is kept open during the day is found near the Peter Calamatta Garden Centre
and Nursery (Garden Centre in Figure 4). This site provides access from San Ġwann through
the valley between the campus and San Ġwann, along Triq San Ġwann tal-Għorgħar.
Site E
Wied Għollieqa can be crossed by means of a footpath through which pedestrians can access
the campus from the San Ġwann/Kappara area.
Pedestrian flow surveys were taken on Tuesday 23 and Thursday 25 November 2010 between
07:00 and 10:00 for pedestrians entering the University grounds and between 15:00 and 18:00 for pedestrian exiting the University grounds. Annex Two contains all the raw data.
1.24
Figure 7 (above) shows the distribution of pedestrians entering the campus during the morning
peak. Sites A and B are the most popular access sites as these are also serviced by public transport.
Despite a number of direct bus services being located near Site A, it is evident that there is still a high
dependence on non-direct services to arrive at the University during the early morning with the highest
number of pedestrians accessing the campus from Site B at 07:45. This time coincides with the start of
lecturing hours at 08:00 with a lower peak through site A at 07:30, which coincides with staff working
hours and arrival of direct bus services on the hour.
1.25
Figure 7:
Incoming pedestrian traffic AM
Pedestrian Traffic AM Peak INFLOW
300
Number of Pedestrians
250
200
150
100
50
Site A
Site B
Site C
Site D
09:45
09:30
09:15
09:00
08:45
08:30
08:15
08:00
07:45
07:30
07:15
07:00
0
Site E
Page 21 of 63
Figure 8:
Outgoing pedestrian traffic PM
Pedestrian Traffic PM Peak OUTFLOW
300
Number of Pedestrians
250
200
150
100
50
Site A
Site B
Site C
Site D
17:45
17:30
17:15
17:00
16:45
16:30
16:15
16:00
15:45
15:30
15:15
15:00
0
Site E
Figure 7 shows the distribution of pedestrians exiting the campus during the afternoon peak.
The observed pattern of activity, increasing at every hour coincides with the end of lectures on the hour
and therefore students leaving the University. The highest recorded number of pedestrians is at 15:00
and this gradually decreases over time.
1.26
A sustained peak between 16:45 and 17:00 at Site A would suggest the exit of staff from the
University at the end of their working day. This however is a relatively low peak when compared to Site
B. Site B continues to provide for a lot of the pedestrian activity throughout the day.
1.27
It is important to note also that at Site B there is a mix of land uses including restaurants, cafes
and retail which would attract a number of pedestrians to the area all throughout the day. This might
have a significant impact particularly on the afternoon peak when staff and students (mostly students)
are making use of facilities and services offered outside the campus.
1.28
External routes regularly used by pedestrians on their way to University
Since the University does not have many physical barriers around its boundary, pedestrian
through various parts of the campus perimeter is very high. However, the isolated location of the campus is such that access through residential neighbourhoods and therefore safe pedestrian access is limited. A description of the pedestrian access routes around the Msida campus is provided in this section.
1.29
The Old University entry-exit (Site B in Figure 4 on page 18) provides the safest access for pedestrians. It is close to the pedestrian infrastructure, including an underpass, for people using the bus
stops at the Tal-Qroqq Junction (Figure 9 on page 23), although some pedestrians do not appear to be
making use of the underpass and prefer to jay walk across the junction. This is understandable given
that the underpass is poorly finished and the smell of urine can at times be overwhelming.
1.30
The bus stop at Triq Dun Karm Psaila, in front of „Sphinx Pastizzeria‟ (Figure 9) is probably the
most unsafe location for pedestrians. Instead of using the underpass some pedestrians prefer to cross
Triq Dun Karm Psaila, which requires them to deal with dangerous obstacles. Pedestrians seem to be
either unaware of a safe crossing a few meters east of the stop, or are unwilling to use it for the reasons
indicated in the previous paragraph.
1.31
Page 22 of 63
Figure 9:
Facilities for pedestrians
Occasionally pedestrians walk from Swatar and Birkirkara, crossing the dangerous Triq Dun
Karm Psaila, to access the campus through Car Park 6 (see Figure 4on page 18). Pedestrians should
be encouraged through appropriate signage to use underpass infrastructure underneath the Tal-Qroqq
roundabout (Figure 9). It would also be advisable for this infrastructure to be kept clean as its present
state leaves much to be desired. The provision of a public convenience in the area would probably contribute towards the upgrading of the under pass and more pedestrians would use it.
1.32
Figure 10: Location of accidents with injury within 500m of the UoM for the years 2005 and 2006
Page 23 of 63
The Site A entry-exit (in Figure 4 on page 18) is the most popular with pedestrians. Apart from
the scheduled bus service routes to Mater Dei Hospital and UoM, this site is the drop-off point for University Residence students and for people driven to and from the campus in private cars. The facilities
in this area are known to be excellent with wide footways and pedestrian crossings.
1.33
Sites C, D, and E (Figure 4) are on the other hand not designed and intended to be used as access points. Site C was primarily designed for users of the sports facilities who walk or drive to the
sports complex area from Triq Edgar Bernard. However, with time it has proven to be a useful short-cut
for the campus. The other sites are also essentially short cuts which are known to be used by people
who park their private cars in the San Ġwann/Kappara area and then walk to the campus. This practice
indicates that the
1.34
Historic accident records for the roads in the vicinity of the University
For the purposes of this plan it was deemed more relevant to use the 2005 and 2006 road accident data collated by the then Malta Transport Authority (ADT), which included more information about
each accident and included some indication of location.
1.35
Records of accidents which occurred within 500m from the campus in the above-mentioned
years were consulted. Figure 10 shows the locations of the accidents in question.
1.36
It should be noted that the location of the accidents was determined through information provided by the police. In some instances, this information is not provided and the corresponding locations
in Figure 10 are approximate. In the case of the data presented for the purposes of this plan 56% of the
locations are estimated. The raw data pertaining to the accidents recorded in 2005 and 2006 are
available in Annex Three
1.37
A total of 33 injuries were suffered over the period 2005-2006 in road accidents around the University, out of which 22 suffered slight injuries and 11 suffered grievous injuries. Of these, 55% were
drivers, 18% were passengers and 24% were pedestrians. Half of the pedestrians injured suffered
grievous injuries however no fatalities were recorded in the study area during these two years.
1.38
There is no type of collision which can be said to be predominant during these two years. The
records indicate that collisions varying from rear-end and side-impact collisions, left-turn collisions to
collisions with pedestrians, single vehicle collision with and without obstacles, and chain collisions. The
vehicle features as the main type of vehicle involved in these collisions.
1.39
Public transport
The UoM and the Mater Dei Hospital are serviced by conventional as well as direct services
from various locations around the island. Since 2004, the University has had a number of direct services operating from various villages and towns around the island. This has improved significantly the
accessibility of the University by public transport. The description of the routes and frequencies of these
direct services are detailed in Table 6 (below).
1.40
Table 6:
Route
Number
Description of direct services to University
Description
Frequency
(Winter Schedules)
110
University – Birzebbuġa via Qajjenza, Marsaxlokk, Że- Operating hourly between 07:00 and
jtun, Tarxien, Paola, Marsa, St Luke‟s, Junior College, 20:30
MDH
300
University – Senglea via Cospicua, Vittoriosa, Ħawli, Operating hourly between 05:45 and
Żabbar, Fgura, Paola, Msida bridge, St Luke‟s, Junior 20:30
College, MDH
Page 24 of 63
Table 6:
Route
Number
Description of direct services to University
Description
Frequency
(Winter Schedules)
350
University – Mqabba via Qrendi, Żurrieq, Safi, Kirkop, Operating hourly between 05:45 and
Luqa, Marsa, Msida bridge, St Luke‟s, Junior College, 20:30
MDH
800
University – Gudja via Ghaxaq, Tal-Barrani, Sta
Luċija, Luqa Rd, Paola Square, Marsa, St Luke‟s,
Junior College, MDH
810
University – Dingli via Rabat (Saqqajja), Attard (Mis- Operating hourly between 05:45 and
raħ Kola), Balzan, Triq Salvu Psaila, St Luke‟s, Junior 20:30
College, MDH
890
University – Siġġiewi via Żebbug, Qormi, Ħamrun,
St Luke‟s, Junior College, MDH
Operating hourly between 05:45 and
20:30
450
University – Ċirkewwa via il-Bajja tal-Mellieħa Bay,
Mellieħa, Xemxija, St Paul‟s Bay, Mosta, B‟Kara, Triq
Ganu, B‟Kara by pass, MDH
Operating hourly between 05:45 and
20:30
560
University – Naxxar via Għargħur, Naxxar, Mosta,
Operating hourly between 06:00 and
B‟Kara, Triq Ganu, MDH, B‟Kara By-pass, Lija Ceme- 20:30
tery, Mosta, Naxxar, Għargħur
580
University – St Paul‟s Bay via Burmarrad, Mosta, Lija, Operating hourly between 06:45 and
B‟Kara, Triq Naxxar, Triq il-Wied tal-Imsida, MDH
18:10
675
University – Sliema via St Andrews, Paceville Sliema, Operating hourly between 06:10 and
MDH
20:30
175
University – Junior College/St Luke‟s
via various localities
Operating hourly between 05:45 and
20:30
various
Source: (Public Transport Association, 2010)
Over the years the patronage on these routes has increased. Table 7 (below) gives an indication of patronage on these direct services.
1.41
Non-direct services, described in Table 8 (on page 26), are also easily available close to the
campus through a cluster of bus stops located within a few minutes‟ walk of the old gate (Site B in Figure 4 on page 18 and Figure 9 on page 23).
1.42
Table 7:
Route
Number
Patronage figures over time for direct services to the University
Time Period
Oct04-Jun05
Oct05-Jun06
Oct06-Jun07
Jan08-Dec08
Jan09-Oct09
110
19,568
41,625
63,131
130,989
117,540
300
24,287
57,380
80,086
207,861
179,156
350
22,532
46,694
53,976
111,503
89,926
800
10,269
26,028
36,045
90,858
73,001
810
21,353
41,970
55,465
118,240
107,303
890
24,842
47,951
61,840
142,806
108,045
450
165,470
146,983
560
66,562
56,877
580
83,393
74,683
675
110,947
102,708
13,742
7,181
175
Source: data obtained from the Public Transport Directorate, Transport Malta
Page 25 of 63
Table 8: Description of non-direct services to University
Route Description
Number
Frequency
(Winter Schedules)
58
Valletta via Msida Creek, University, B‟Kara by pass,
Mosta Dome, Buġibba
Operating between 05:30 -22:00
Frequencies vary between 10 and 30
minutes
158
Valletta to Mosta via B‟Kara by pass
Operating between 06:30 - 09:00
Frequencies every 30 minutes
41
141
Valletta via Msida Creek, University Heights, San
Ġwann
Operating between 06:00 -22:00
Frequencies vary between 10 and 30
minutes
42
142
Valletta via Msida Creek, University Heights, San
Ġwann factories and B‟Kara
Operating between 06:00 - 22:00
Frequencies vary between 10 and 30
minutes
45
145
Ċirkewwa to Valletta via Msida, University, B‟Kara by
pass, Mosta St Paul‟s Bay, and Mellieħa
Operating between 06:30 - 20:05
Frequencies vary between 10 and 30
minutes
69
Valletta to University
Operating between 07:30 and 08:30
every 10-15 minutes
169
Valletta via Portes de Bombes, Msida Creek, University, MDH and B‟Kara
Operating hourly between 06:45 and
19:00
627
Buġibba via St Paul‟s Bay, Coastline Hotel, St Andrew‟s, Paceville, St Julian‟s, Sliema, University,
Three Cities, M‟Xlokk
Operating hourly between 09:00 and
16:00
Source: (Public Transport Association, 2010)
AS is indicated earlier, (see paras 1.30 and 1.31 on page 22), users of the bus stops do not always use the underpasses in spite of the manifest dangers connected with the crossing of the TalQroqq junction arms, especially the part of the Triq Dun Karm Psaila arm onto which the „Sphinx
Pastizzeria‟ bus stop abuts.
1.43
Over the past two years improvements have been made to the infrastructure provided for users
waiting for buses however these could improve in terms of provision of shelter, reduced waiting time,
and the upgrading of the underpass. The availability of a public convenience located as close as possible to the roundabout at the Tal-Qroqq Junction and surveillance of activities in the underpass should
contribute to the reduction of the number of pedestrians who opt to cross the junction arms.
1.44
The public transport reform which shall be in operation in July 2011 will see a considerable
change in the provision of public transport to the campus through the development of a major interchange at the UoM/Mater Dei Hospital site. The new direct routes are listed in Table 9. Frequencies are
to be published at a later stage.
1.45
Table 9:
Direct services for the UoM/Mater Dei Hospital interchange
Route Description
Number
AE1
Airport to Ċirkewwa via Marsa, Tal-Qroqq, Mater Dei, Luxol, Selmun
AE2
Airport to San Ġiljan via Paola, Marsa, Tal-Qroqq, Mater Dei and Sliema
CL5
San Ġiljan to Rabat via Sliema, Tal-Qroqq, Mater Dei, Techno Park, Birkirkara, Warda (Attard),
Ta‟ Qali, Rabat
ML22
Valletta to San Ġwann via Floriana, Pietà, Msida, Qroqq, Mater Dei, San Ġwann Industrial
Estate, Sliema, Gżira, Ta‟ Xbiex
ML31
Valletta to Buġibba via Floriana, Pietà, Msida, Qroqq, Mater Dei, Iklin, Naxxar, Mosta,
Burmarrad, Buġibba
Page 26 of 63
Table 9:
Direct services for the UoM/Mater Dei Hospital interchange
Route Description
Number
FL06
Tal-Qroqq, Mater Dei, Balzan, Lija, Attard
FL10
Tal-Qroqq, Mater Dei, Birkirkara, Swatar
FL25
Tal-Qroqq, Mater Dei, Birkirkara, Sta Venera, Gwardamangia, Ħamrun, Pieta, Blata l-Bajda
FL23
Mater Dei, Ta‟ Giorni, San Ġwann, San Ġiljan, Paceville, Luxol
In addition to these direct services, the introduction of the Crossline Services (CL5) and Air Express Services (AE1 and AE2) will connect the campus through fast services to other major interchanges such as:
1.46

San Ġiljan .......................(CL5; AE1; AE2)

Sliema Ferries ...............(CL5; AE1; AE2)

Birkirkara .......................(CL5)

Mosta (Technopark) ......(CL5)

Attard (Warda) ...............(CL5)

Rabat .............................(CL5)

Marsa ............................(AE1; AE2)

Paola .............................(AE1; AE2)

Airport ............................(AE1; AE2)

Swieqi ............................(AE1)

Selmun ..........................(AE1)

Ċirkewwa .......................(AE1)
Each of these interchanges provides a one interchange possibility with other villages and towns in the
surrounding areas. Figure 11 (on page 28) shows the proposed network of the services the operations
of which will commence in July 2011 (Ministry for Infrastructure Transport and Communications, 2010).
By comparing the staff and student population residency data the following conclusions can be
1.47
made:
1. 58.3% of all staff and students have the potential to travel to/from the campus directly using one
bus journey, while
2. 41.7% will have to interchange once. In both cases the trip journey and cost is reduced be-
cause:

the new service will charge for journeys irrespective of number of trips included in that journey, i.e. no financial penalty incurred at interchange;

the interchanges, where necessary will connect the origin and destination in a more efficient
location rather than close to the Valletta peninsula reducing journey time;

all journeys requiring interchange have at least one of the services being a fast service that
does not stop at all bus stops (CL5, AE1, AE2) with the exception of services from Ibraġ,
Għargħur, San Pawl tat-Tarġa, Madliena, Baħar iċ-Ċagħaq, St Andrew‟s whereby the interchange is between two regular services (feederline or mainline services);

frequent travellers and students will benefit from reduced travel rates making public transport
a far cheaper alternative to the car.
The analysis of the accessibility of the new public transport routes is attached as Annex Four
Page 27 of 63
Figure 11: Public Transport Reform | Public Transport Network
Page 28 of 63
Identification of committed highway works in the area
There is only one committed highway project in the area surrounding the University Msida
Campus. The application however is still pending approval from MEPA.
1.48
PA/04917/09
Demolition of existing buildings and construction of a grade separated junction at the
junction between Triq Mikiel Anton Vassalli (Regional Road) and Triq Sliema at the
boundary between Gżira and San Ġwann and Triq Mikiel Anton Vassalli (Regional
Road) in Msida. The junction is popularly known as Kappara Junction.
Developments with planning consent but which have not yet been implemented
The following list details the developments with planning consent which have not yet been implemented in the area.
1.49
PA/01242/07
PA/03096/09
PA/02816/09
Erection of new IT building, including laboratories, offices and underlying car-park.
Development approved.
Extension to Faculty of Engineering building forming part of the University of Malta.
Development approved.
Extension to existing Pharmacology Department building. Development approved.
In addition to the approved development applications, the following applications are currently
being processed by MEPA:
1.50
PA/00483/10
PA/03799/09
PA/03457/09
PA/02701/09
PA/05154/09
Renewal of full development permit (PA0036/03 for the erection of a two-storey underground structure comprising car park at ring road level, journal services division
extension and landscaped roof area at campus level). Development approved in
2003, renewal application pending.
Extension to existing Communication and Computer Technology Department. Application pending.
Extension to existing biomedical sciences building. Application pending.
Outline proposal for Faculty Building in SW campus extension, University of Malta.
Application pending.
Extension to Old Humanities Building addition of office space at first and second floor
over existing secondary data centre at ground floor. Application pending.
Page 29 of 63
Page 30 of 63
2
EXPECTED CHANGE OVER THE NEXT 10 YEARS
Growth of the University of Malta Msida Campus
Over the past few years, the UoM has reviewed its structures in order to be in line with the Bologna process and the European Higher Education Area. It strives to create courses which are relevant
and timely in response to the needs of the country. There are circa 10,000 students including over 600
foreign/exchange students from nearly 60 different countries, following full-time or part-time degree and
diploma courses, many of them run on the modular or credit system.
2.1
2.2
The following three tables identify the components of the physical development that

has taken place over the past 10 years (Table 10),

is currently in hand (Table 11), and

is planned for the future (Table 12).
Table 10:
Development which have been completed over the past 10 years
Development
Type of development
1 Additional floor over the Administration Building
Offices
2 Additional floor over the MATSEC Building
Offices
3 Additional floor over the Mathematics and Physics Building
Lecture rooms and offices
4 Additional floor over the Chemistry Building
Laboratories, lecture rooms, and offices
5 Roofing, M&E installations and finishing of the New University Sports Hall
6 Extension to the Archaeology Building
Lecture rooms and offices
7 Refurbishment of the University Library
8 Additional floor to the Rectorate Building
Offices
9 Extension to the Pharmacology Building
Table 11:
Development which are currently in hand
Development
Type of development
10 New IT Services Building
Laboratories, lecture rooms, and offices
11 New ICT Building
Laboratories, lecture rooms, and offices
12 Engineering Laboratory extension to the
Engineering Building
Laboratory and offices
13 Additional floor to the FEMA Building
Lecture halls/rooms and offices
14 Additional floor to the Theology/Laws Building
Lecture halls/rooms and offices
Table 12:
Future developments (pending development permission applications)
Development
Type of development
15 Extension to the Old Humanities Building
Lecture rooms, and offices
16 Two additional floors to the Biomedical Sciences Building
Laboratories, lecture rooms, and offices
Page 31 of 63
Table 12:
Future developments (pending development permission applications)
Development
Type of development
17 Two additional floors to the CCT Building
Lecture rooms and offices
18 Library Archives
Lecture halls/rooms and offices
19 New Faculty of Education Building
Specialist rooms, laboratories, lecture
rooms/halls, and offices
20 New Faculty for the Built Environment Building
Studios, laboratories, lecture rooms/halls,
and offices
21 Tower Block on the Science Lecture Theatre Site.
Development permission application has not been submitted
yet
Anticipated maximum student population and when this will be reached
Student and human resources
Student numbers have consistently increased over the period 1998-2010. The gender share of
students over the past three years has been consistent, with 42% males and 58% females. A steep rise
in overall student numbers occurred over the past three years, i.e. between 2007 and 2010 (see Figure
12). This growth has in part been accommodated in the developments identified in Table 10 (on page
31), although it is well known that these have not been sufficient to absorb the substantial increase in
the research, teaching, and extra-curricular activities which the Msida Campus is meant to provide for.
2.3
Total fertility rate for the Maltese Islands decreased from 3.6 in 1960 to 2 in 1980 to 1.4 in 2008.
In comparing the trends of student population alongside the projection for population growth in the islands the maximum projected student number is estimated at approximately 11,000. This peak will be
reached by 2015 when the numbers of student applications is seen to level out.
2.4
Research and teaching staff
The research and teaching staff at the UoM has been growing gradually over the past 12 years
with a steep increase in the last four years (Figure 13). This is in line with both the plans of the UoM to
expand its research capabilities and the anticipated increased number of students over the same period, the latter being a response to the targets that have been set by the Government of Malta with respect to the economic, social, and cultural development of the country. Projections of staff increases
are provided for the maximum population identified for students in 2015.
2.5
Figure 12: Student numbers 1998-2010 and projected for 2015
12000
10000
8000
Male
Female
Total
6000
4000
2000
Page 32 of 63
2014-2015
2013-2014
2012-2013
2011-2012
2010-2011
2009-2010
2008-2009
2007-2008
2006-2007
2005-2006
2004-2005
2003-2004
2002-2003
2001-2002
2000-2001
1999-2000
1998-1999
0
Factors underlying future physical development
The plans for the transformation of the UoM, from what used to essentially be a teaching institution into a fully fledged research and teaching institution together with expected increase in the number
of students and academics urgently requires the construction of the developments identified in Table 11
and Table 12 (on page 31 et seq). In other words, the planned physical development is a response to
the research and teaching objectives, which the above-mentioned transformation is intended to attain
2.6
Figure 13: Staff members 1998-2010 and projected to 2015
3000
2500
2000
Academic
1500
Non
Academic
1000
500
2014
2013
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
0
Page 33 of 63
Page 34 of 63
3
EXISTING TRAVEL PATTERNS
Student and staff travel surveys – methodology
The Terms of Reference issued by the MEPA required the conduct of a questionnaire survey to
determine the travel pattern and current transport needs of the population making use of the University
Msida Campus.
3.1
To this end a questionnaire was developed and approved by Transport Malta. A copy of the
questionnaire is included in Annex Five. The questionnaire was divided into three sections. The first
section collected geo-demographic data while the second section sought to identify the daily travel patterns of the individual over a typical week. The third section assessed the attitude and potential of the
individual to switch mode of transport. The questionnaire was anonymous with the option to complete
personal details.
3.2
In an attempt to raise the profile of the GTP and encourage participation in the questionnaire, a
publicity campaign was launched in September 2010 with the publication of press releases and leaflets
detailing the initiative undertaken by the University to develop a GTP. A copy of the leaflet is presented
3.3
Figure 14: Banner at the Gateway Building during Freshers’ Week
Page 35 of 63
in Annex Six.
Press releases were issued encouraging staff and students to participate in the questionnaire
and therefore support the University‟s initiative. A copy of the press release is reproduced here in Annex Seven.
3.4
A dedicated website was created to support the initiative. Some information was added subsequently to the website to raise awareness and provide information (Institute for Sustainable
Development, 2010).
3.5
Figure 14 (on page 35) and Figure 15 (below) show the banner put up at the Gateway Building,
which is located at the Main Entrance during Freshers‟ Week, in the first week of October, and the subsequent weeks leading up to the week when the above-mentioned questionnaire was distributed.
3.6
A brand and theme were developed to strategically target the carbon footprint of the University
and the impact of travel choices of individuals working and studying at University. The KSU, the University Students‟ Council also supported the initiative with the publication of an advert in the Fresher‟s
Week magazine encouraging students to participate in the questionnaire.
3.7
The questionnaire was developed digitally using the expertise of the IT Services Department
within the University. An online questionnaire was developed and was sent to all staff and students
working and attending courses at the University Msida Campus. An email notification was sent on the
18th October 2010 inviting participants to follow the link to the questionnaire:
3.8
The University of Malta is undertaking the development of a Green Transport Plan. This plan is linked to the
recent developments at the University Msida Campus and also its projected growth to accept and deliver
services to current and future students.
In order to develop the plan staff and students are requested to fill in a questionnaire about their travel habits. The purpose of this questionnaire will be to examine the needs of all at the University Msida Campus and
look at positive and practical travel initiatives.
More information about this initiative is found on the website http://www.um.edu.mt/isd/greentravel
To participate, please click on the link below:
http://www.um.edu.mt/survey/index.php?lang=en&sid=98836&token=2hc6nw6s4pk7kzf
The Green Transport Plan team
Find out more at http://www.um.edu.mt/isd/greentravel
Figure 15: Detail of banner which launched the brand designed for the UoM Msida Campus GTP
Page 36 of 63
Survey participants
Participants were given a period of two weeks to reply with one reminder sent in the second
week. The sample collected at the end of the two weeks consisted of 1,285 participants of whom 58.1%
were females and 41.9% were males. Approximately 60% of the participants were aged between 18
and 30 years, around 18% were aged between 31 and 40 years and the remaining 22% were aged over
40 years.
3.9
The largest proportion of par- Figure 16: Spatial distribution of residence of participants
ticipants (31.4%) lives in the northern
harbour district. This is followed by
western district (21.6%), northern district (17.2%), south-eastern district
(14.2%), southern harbour district
(12.4%) and Gozo (3.3%) (Figure 16).
3.10
Approximately 60% of the participants were students, around 20%
were academic staff and about 20%
were non-academic staff. The sample
comprised a higher proportion of male
academic staff and higher proportions
of female students and female nonacademic staff. There was a higher
proportion of females aged less than
30 years, comparable proportions of
males and females aged 30 to 40 years and higher proportions of males aged over 40 years.
3.11
The sample also comprised higher proportions of students aged less than 30 years, comparable
proportions of students, academic and non-academic staff aged 30 to 40 years and higher proportions
of academic staff aged over 40 years.
3.12
Details as to the profile of the individuals undertaken the questionnaire were also collected to
measure the validity of the data. In the designation of the individuals who answered the questionnaire it
was found that:
3.13

The large majority (71.96%) of academic participants have a full time employment.

87.06% of non-academic participants have a full time employment, 7.06% have a full time job
with reduced hours and 5.88% have a part-time job. Of the 18 participants who work on reduced hours, 8 work less than 10 hours and 10 work between 20 and 30 hours.

80.51% of student participants are registered as full-time, 16.31% attend evening courses as
part-timers. The remaining 3.18% attend day courses as part-timers.

The largest proportions of academic participants are from the Faculty of Health Science
(13.28%), Faculty of Education (12.61%), Faculty of Economics, Management, Accountancy
(11.44%) and Faculty of Arts (10.7%).

The largest proportions of student participants are from the Faculty of Economics, Management, Accountancy (18.6%), Faculty of Arts (12.99%), Faculty of Education (12.61%) and
Faculty of Health Science (8.92%).

42.48% of the student participants were 1st year, 21.02% were 2nd year, 19.75% were 3rd
year and the remaining 16.55% were 4th to 6th year students.

Only 2.55% of these students were registered on a distance learning programme at University.
Page 37 of 63
The questionnaire data was analysed using SPSS and all the raw data outputs are reproduced
in Annex Eight
3.14
Analysis of data and definition of the transport problems
Factors affecting travel behaviour
The first two questions in the Figure 17: Factors affecting travel behaviour 1
questionnaire established the dependency of users on specific modes of
transport. It was interesting to note,
and this is very positive in terms of
availability to shift mode that in both
questions on whether users are affected by a disability that influences
their travel arrangements and on
whether they have minors or other persons dependent on them for transport
both responses were mostly negative.
3.15
In Figure 17, one notices that
98.7% are not affected by a disability
while 79.6% do not have any minors or
persons dependent on them for travel.
These two factors are important to determine the propensity to change. In
the 98.7% that claimed no disability we
found a marginal variation across different categories of gender, age, academic status and locality, however
differences were not found to be significant.
3.16
In the 20% of the participants
who stated that they have minors /
persons dependent on them for transport we found that the proportion varied significantly across different
categories of age, gender and academic status. There were higher proportions of participants aged between
30 to 50 years, higher proportion of
females and higher proportion of academic staff who stated that they had minors / persons dependent
on them for transport.
3.17
Weekly travel patterns
Another important question for a study area like the University was whether participants came to
university everyday of the week. Approximately 71% of the respondents come to university everyday
however this proportion varied significantly across different categories of age and academic status.
There were higher proportions of participants aged between 18 to 30 years, and higher proportion of
non-academic staff who stated that they come to university every day. Approximately one-third of students and a third of academic staff do not come to university daily. A higher proportion of females and a
3.18
Page 38 of 63
higher proportion of students from the Figure 18: Daily attendance
Northern harbour district attend university daily; however percentage differences with other categories were not
significant at the 0.05 level of significance.
In addition to this, participants
were asked to identify the days they
visited the University Figure 18 below.
The proportion of participants attending
university is highest on Fridays (88%)
but is rather constant on other days
(around 83%). There is a higher proportion of participants aged over 60
years who visit university 2 to 3 times
weekly. The proportion of participants
aged above 60 years who visit university daily is significantly lower compared to other age groups.
3.19
Approximately 11% of students and academic staff visit university once weekly. Around 20% of
students and academic staff visit university at most twice weekly. Only 2% of non-academic staff visits
University less than 4 times weekly.
3.20
Attendance patterns do not vary much between males and females, although it should be noted
that there are higher proportions of females who visit university daily and who come to university once
weekly. Attendance patterns are also quite comparable across districts, although participants from the
Southern harbour and Northern district tend to have less regular attendance.
3.21
In order to establish regular patterns of activity, participants were asked whether they make use
of the same mode of transport and travel at the same time every day of the week. For this question
63.4% of the participants stated that they always use the same transport mode and travel at the same
times.
3.22
This percentage varies considerably across different categories of gender, age and academic
status. There are higher proportions of males, participants aged over 30 years, participants from the
southern harbour district and non academic staff who use the same transport mode and travel at the
same times.
3.23
There are higher proportions of females, participants aged less than 30 years, participants from
Gozo and the Northern district and students who use different transport modes and do not have patterned travel times.
3.24
Trip Duration
Average travel time was also requested in the questionnaire, for both journeys from home to
University and vice versa Figure 19 on page 40.
3.25
Just over 3% of the participants take less than 30 minutes to travel from home to university
while 61.7% take around 30 minutes, 26.8% take about one hour and 6% take around one and half
hours. Approximately 2% of the participants stated that their travel duration is at least two hours.
3.26
Around 92% of the participants from the Northern harbour district stated that their travel duration
is at most half an hour. Excluding Gozitans, the travel times of participants from other districts ranges
from half an hour to one and half hours.
3.27
Page 39 of 63
Only Gozitans stated that their
travel times exceeded two hours. Gozitans who live in Malta have of course,
shorter travel durations. Travel durations from university to home are very
similar travel durations from home to
university.
3.28
Figure 19: Trip duration
A large proportion of the participants displayed systematic patterns
of travel during the weekdays, particularly in the morning. There is still a
number of Gozitans who travel between the Islands every day.
3.29
For each locality, travelling by
bus has the longest travel duration.
There are several reasons for this people have to wait at bus stops, some
people have to catch two buses by going to Valletta first, buses have to stop
at each bus stop, buses normally pass
through the busiest roads among other
reasons3. Figure 19 shows the travel
time by mode and region.
3.30
Another interesting observation
is that travel times depend heavily on
the locality of departure. Travel times
from towns in the Northern harbour region to university tend to be the shortest and this applies for each travel
mode. Travel times from towns in the
Gozo to University tend to be the longest and this applies for each travel
mode. The travel time of Gozitans from Gozo to University includes also the travel time on the ferry.
Students who walk to University normally do so from towns that are located in the Northern harbour region where the University is situated. However, a very small number of students do walk to University
from other districts, for example, Għargħur and Naxxar (Northern district), Iklin and Lija (Western district) and Marsa and Floriana (Southern harbour district); however, the numbers were extremely small to
make reliable estimates of the walking durations from these districts.
3.31
Modal split
Driving to work by car is the most popular mode of transport (68.9%). This is followed by bus
transport (25.8%), car passenger (21.2%) and by walk (9.7%) (Figure 21). Other modes of transport including scooter and bicycle are less popular. A small number of Gozitans mentioned the ferry as another mode of transport that was not listed in the questionnaire. These proportions differ significantly
across the various categories of age of participants, gender, academic status and locality.
3.32
There are higher proportions of males who are car drivers, use bicycle and drive motorcycle or
scooter and higher proportions of females who are car passengers or travel by bus. For other transport
modes there was negligible gender discrepancy.
3.33
Page 40 of 63
Participants travelling by bus Figure 20: Travel time by mode of transport
are more likely to be students. Car
drivers are more likely to be academic
or non-academic staff. Participants
who are car passengers are more
likely to be students or non-academic
staff. Students are more likely to walk
to and from university and nonacademic staff are the least likely to
walk, cycle or drive a motorbike/scooter to and from University.
3.34
Gozitans are the most likely to
travel by bus or motorcycle / scooter
and the least likely to come to University using their own cars. A number of
Gozitans living in the vicinity walk to
university. A large proportion of Maltese participants prefer to drive their car to University. Most participants who walk to and from university
live in the Northern harbour district where the University is located.
3.35
Participants who use their own car to come to university are more likely to be over 30 years,
whereas participants who travel by bus, who are car passengers or who walk to university are more
likely to be between 18 to 30 years.
3.36
Aspects of travelling to University by car
Out of 865 participants who drive a car, 75% stated that they find it convenient to drive to University. This is followed by „It is too far to walk / cycle to university‟ (40.9%), „I need a car during the day
for work‟ (29.1%) „I have access to free parking‟ (27.3%) „Availability for shopping / sports / recreation‟
(27.3%) and „Public transport is not accessible near my home‟ (22.3%). Other reasons were selected by
less than 20% of the respondents. Very few participants selected „My car must be available for use by
others at work‟ (0.8%) and „Health reasons‟ (2.2%) (Figure 22 on page 42).
3.37
There are significantly higher proportions of females who drive to University because they have
to transport children as part of their journey and for shopping/sport/recreation. There are higher proportion of males who drive to University
Figure 21: Modal split
because they find it convenient, they
have access to free parking, they need
a car during the day for work and they
have unusual working hours.
3.38
There are significantly higher
proportions of academic staff that drive
to university because they have to
transport their children as part of their
journey, they need a car during the day
for work and they work unusual hours.
3.39
There are higher proportions of
non-academic staff that drive to university because they have to transport
someone else as part of their journey,
for shopping/sport/recreation and they
3.40
Page 41 of 63
have access to free parking.
There are higher proportions of students that drive to university because it is more safe and secure and because University is too far to walk or cycle.
3.41
The proportions of respondents selecting a particular reason are quite comparable across Maltese districts but vary considerably when compared to Gozo. There are significantly lower proportions of
Gozitans who drive to University because they transport children or someone as part of their journey
but higher proportion of Gozitans who use their cars because public transport is not accessible near
their home.
3.42
In addition to the reasons for choosing the car, the questionnaire also requested participants to
indicate the type of fuel used for their cars.
3.43
There were 72.6% of drivers that stated they use unleaded petrol, 22.2% use diesel and 6.9%
use LRP in at least one of the cars they drive. Less than 1% of car drivers stated that they use biodiesel
or drive electric/hybrid cars.
3.44
Car drivers were also asked where they parked their cars on campus. The results show that almost a third of the participants driving a car to University use car park 6, 17.3% use car park 1, 16.1%
use the ring road and 11.6% use other parking places, mostly outside university campus. All other car
parks are used by less than 6% of car drivers.
3.45
Interestingly, car parks that are marked to be used solely by academic staff are also used by
both non-academic staff and students.
3.46
Figure 22: Reasons for travelling to University by car
Page 42 of 63
Problems encountered on the journey to and from University
For 68.7% of drivers, traffic jams and heavy congestion are the problems they encounter on
their way to University. 25.2%, mostly students, complained about lack of parking space at University
and 3.1%, mostly students complained about car clamping at University. Other problems encountered
include expensive fuel/costly to travel by car (1.8%), reckless driving (0.7%) and flooded roads when it
rains (0.5%).
3.47
Complaints about travelling by bus were more addressed to the duration of the journey with too
many stops to un/load passengers (26.6%) and that most buses arrive full at rush hours (20%) with the
detriment that passengers have to wait long for an empty bus to arrive (15%).
3.48
Other complaints included that buses are not on time and very often arrive late (10.8%), there
are no direct bus routes to university (7.2%), public transport is not accessible near home (6.2%), traffic
delays and long trips (5.6%) and awkward and poor bus service (3.4%).
3.49
Less than 2% of the participants stated other problems including inconvenience to carry things
such as laptops, luggage and books (1.5%), discomfort and exhausting journey (1.4%), poor bus shelters (0.8%) and rude disrespectful drivers (0.3%)
3.50
Complaints about walking to/from university were mostly addressed to the distance of University
from home (28.2%), adverse weather conditions (18.1%); heavy traffic congestion and danger to cross
the Birkirkara bypass (14.4%), inappropriate footpaths (12.7%); flooded roads making it impossible to
walk when it rains (8.6%); inconvenience caused by perspiration which is a major deterrent to walk on
hot summer days. Less than 5% of the participants complained about other inconveniences such as
problems to carry heavy objects, lack of zebra crossings along footpaths, no proper pavement and air
pollution.
3.51
Complaints about cycling to/from university were mostly addressed to the risk involved through
careless driving (22.1%). One participant describes cycling as a suicide mission! Other complaints were
related to adverse weather conditions (15.5%); flooded roads and drenching problems caused by heavy
rain (12.3%); no cycling lanes (10.6%), inconvenience caused by sweating on hot summer days (9.8%)
and difficulty to carry luggage and laptops (7.6%). Some cyclists complained about steep, hilly roads,
particularly the one from Msida to University (5.3%). Less than 5% of the participants complained about
the lack of bicycle racks, lack of shower facilities and changing rooms, poor quality and slippery roads
and fear of theft of bicycle parts.
3.52
There were two other modes of transport used by a few participants, which include the Gozo
ferry and motorcycles. Complaints about the Gozo ferry were more related to inconveniences caused
by rough seas and trip cancellations in bad weather. Complaints by motorcyclists were similar to problems encountered by cyclists.
3.53
Figure 23 (on page 44) and Figure 24 (on page 45) display the responses received by users of
specific modes of transport.
3.54
Page 43 of 63
Figure 23: Journey problems for car drivers (top) and bus users (bottom)
Page 44 of 63
Figure 24: Journey problems for pedestrians (top) and cyclists (bottom)
Page 45 of 63
Trip distribution – walking
All respondents who walk to and from University are mostly students and live in nearby towns,
particularly Naxxar, Għargħur, San Ġwann, Sliema, Gżira, Valletta, Floriana, Blata l-Bajda, Pietà,
Msida, Swatar, Ħamrun, Birkirkara, Ta‟ Paris, Santa Venera.
3.55
1. Those who live at Naxxar and Għargħur normally walk to San Ġwann, pass through Wied Ghol-
lieqa into University.
2. Those who live at Sliema and Gżira walk through Rue D‟Argens and enter from the Sport Com-
plex Entrance.
3. Those who live in Valletta and Floriana normally walk through Triq Sa Maison and together with
others living Pietà, Blata l-Bajda and Msida walk along the Msida promenade, pass through the
skate park into University.
4. Those who live at Marsa, Ħamrun and Santa Venera either walk down to Triq il-Wied tal-Imsida
(Valley Road) or pass through the Santa Venera tunnel and enter University from the old entrance.
5. Those who live at Birkirkara and Ta‟ Paris normally walk through the subway beneath Birkirkara
bypass then walk along Mater Dei Hospital and enter University from the main entrance.
6. Those who live in Swatar cross the Birkirkara bypass and enter University from the old en-
trance.
3.56
Once on campus participants were asked the preferred walkways. There was no particular pref-
Figure 25:
Page 46 of 63
Factors that would encourage more use of public transport
erence in this case. A large number of respondents stated that they use almost all walkways. There
were also a considerable number of respondents who identified the ring road as their most likely walk
path. Participants who normally walk into university are more likely to name pathways that lead from
their entrance gate to their respective departments.
Leaving University
Participants were asked whether they went home after University. Only just over 50% of participants stated that they always go directly home when they leave University. There was a higher proportion of Gozitans, compared to Maltese, who stated that they do not go directly home after University.
3.57
Interestingly the proportion of participants who go directly home after leaving university was not
found to be related to age, gender and academic status of respondent.
3.58
Of the 628 participants who do not go directly home after leaving University, 21.6% said they
have one intermittent stop weekly, 33.6% have two stops, 22.9% have three stops, 10.4% have four
stops and 11.5% have at least five intermittent stops weekly between University and home. In addition:
3.59
1. There was a higher proportion of Gozitans, compared to Maltese, who stated that they have one
intermittent stop weekly between University and home.
2. There was a higher proportion of females rather than males who have 2 to 4 intermittent stops
weekly between University and home.
3. The weekly number of intermittent stops between University and home is unrelated to age and
academic status of participants.
Figure 26:
Other reasons for using public transport
Page 47 of 63
Attitude towards changing mode of transport
Questions were asked as to the factors, which would lead participants to use more public transport, walking and cycling.
3.60
61.5% of the participants stated that faster and more reliable bus services would encourage
them to use public transport to and from University. This is followed by „existing bus services were more
frequent‟ (47.8%); „dedicated organised public transport was provided‟ (46.1%); „timetable information
was easily available‟ (28.7%); „bus stops were more conveniently located‟ (27.3%); „bus fare was discounted‟ (20.3%) and better lighting at bus stops (5.8%).
3.61
Only 28.2% of the respondents stated that they use public transport and 12.8% said that no
change would encourage them to use public transport (see Figure 25 on page 46).
3.62
There were higher proportions of males rather than females, academic and non-academic staff
rather than students and respondents aged over 50 years rather than younger participants who stated
that no change would encourage them to use public transport.
3.63
Female students aged less than 50 years are more likely to use public transport to and from
University if bus services become more frequent, faster and more reliable.
3.64
Academic and non-academic males aged over 50 years are the least likely to use public transport to and from University if bus services are improved.
3.65
Participants from different localities have similar views of what would encourage them to use
bus services.
3.66
3.67
Other suggested reasons which effect the perception of public transport are displayed in Figure
Figure 27:
Page 48 of 63
Other reasons for walking
26 (on page 47).
.5% of the participants stated that they would be encouraged to walk to and from University if
they lived closer to the site. This is followed by „more pathways‟ (18.3%); and „someone to walk with‟
(12.5%). „Improved directional signage‟, „More information about the benefits of walking‟ and „Information and discounts about walking equipment‟ were selected by very few participants.
3.68
Only 11.1% of the respondents stated that they already walk to and from University while 15.3%
said that nothing would encourage them to walk.
3.69
There were higher proportions of males rather than females and respondents aged less than 40
years rather than older participants who stated that they already walk to University.
3.70
There were higher proportions of academic and non-academic staff rather than students and
respondents aged over 60 years rather than younger participants who stated that no incentive will make
them walk to University.
3.71
There were higher proportions of females rather than males, students rather than academic
staff and respondents aged less than 60 years rather than older participants who stated that they would
walk to University if they lived close to the premises. Other reasons for walking are displayed in Figure
27.
3.72
37.0% of the participants stated that they would be encouraged to cycle to and from University if
more cycling facilities, including cycle lanes, were available. 34.3% of the respondents said that they
would cycle to University if they lived in the vicinity of the site.
3.73
3.74
„Improved directional signage‟, „Information and discounts on cycling equipment‟ and „Have a
Figure 28:
Other reasons for cycling
Page 49 of 63
cycle partner‟ and „attend a cycle skills workshop‟ were selected by very few respondents.
Only 1.7% of the respondents stated that they already cycle to and from University and a very
high 37% said that nothing would encourage them to cycle.
3.75
There were higher proportions of students rather than University staff and respondents aged
less than 40 years rather than older participants who stated that they already cycle to and from University.
3.76
There were higher proportions of males rather than females and respondents aged over 50
years rather than younger participants who stated that nothing would encourage them cycle to University.
3.77
There were higher proportions of respondents aged less than 50 years rather than older participants who stated that they would cycle to University if they lived close to the site Figure 28 shows other
reasons for cycling to University.
3.78
Of the 706 participants who answered the question „which of the following would encourage you
to walk/cycle to University‟, 63.7% specified that the availability of showers would encourage them to
walk or cycle to and from University. This is followed by the availability of lockers (57.8%), the availability of covered bicycle parking (54.5%) and the availability of bicycle parking (45.2%).
3.79
There are higher proportions of males who suggested the availability of showers and lockers
and higher proportion of females who suggested the availability of un/covered bicycle parking.
3.80
There are larger proportions of academic staff requesting lockers and higher proportions of students and non academic staff demanding covered bicycle parking. There are higher proportions of re3.81
Figure 29:
Page 50 of 63
Other reasons for car sharing
spondents aged 41 to 60 years requesting showers and lockers and larger proportions of participants
aged 18 to 40 years asking for covered bicycle parking.
Attitudes towards car-sharing
In an attempt to consider car sharing as a sustainable transport measure for the University participants were asked which statements would encourage them to car share. 51.3% of the participants
specified that they would car share if they find a suitable car share partner. This is followed by a guaranteed ride home (41.8%), reserved parking for car share (34.5%), and fuel cost sharing (34.0%). Despite of this a high 24.6% of the respondents stated that nothing would encourage them to car share
(see Figure 29).
3.82
There was higher proportion of males who would disregard utterly car sharing irrespective of all
the benefits stipulated. Females are more likely to consider car sharing if they find a suitable car share
partner, are guaranteed a ride back home, are provided with a reserved parking space and share fuel
costs.
3.83
Respondents aged over 60 years are least interested in car sharing no matter what the benefit
is. Students and non-academic staff are more likely to consider car sharing provided they benefit from
3.84
Figure 30:
Other reasons for using sustainable forms of transport
Page 51 of 63
it. Academic staff is less likely to be encouraged to make use of car sharing.
Gozitans are the least interested in using car sharing compared to their Maltese counterparts.
Respondents from the Northern district, Southern harbour district and Gozo see more benefit than other
participants in car sharing if fuel costs are shared. Respondents from the Southern harbour district and
South eastern district see more benefit than others in car sharing if they find a suitable car share partner, are guaranteed a ride back home and are provided with a reserved parking space.
3.85
A number of respondents displayed doubts about the feasibility of car sharing. Some of them
commented that it is extremely difficult to find a suitable car share partner that lives in the vicinity and
have a similar time tables. Some respondents reported that there are several constraints in car sharing,
for instance, having to wait for others, make shopping and other errands, pick up minors from school
and carry out other work commitments after leaving University. Other respondents stated they work at
reduced hours and is impossible for them to car share.
3.86
Attitudes towards more sustainable forms of transport
In response to the question what would make participants use sustainable forms of transport,
61% of the participants said that they would use more sustainable forms of transport for cost saving.
This is followed by environmental reasons (58.5%), convenience (57.2%) and health and fitness
(42.5%). Other reasons were selected by less than 25% of the respondents (see Figure 30).
3.87
Males and females have fairly similar views regarding what might persuade them to use more
sustainable forms of transport. Respondents aged over 60 years are less likely to make use of bus rides
that travel outside the University during office hours and less likely to promote telework that reduces the
need to travel to University.
3.88
Students are more likely to promote distance learning compared to academic staff to reduce the
need to travel to University. Academics are less likely to use sustainable forms of transport for convenience. Non academics are less likely to be encouraged to use sustainable forms of transport for environmental reasons.
3.89
Gozitans are less likely to be encouraged to use more sustainable forms of transport for cost
saving, environmental reasons and health and fitness compared to their Maltese counterparts. A few
participants reported that safer roads and more cycle paths would encourage them to use more sustainable forms of transport, for instance motor bikes and bicycles.
3.90
Travel during work/school hours
In order to establish travel needs during the day, participants were asked to respond to a number of questions related to frequency and location.
3.91
36.9% of the participants who responded to this question said they do 1 to 2 work-related trips
weekly during their time at University. 19.4% do 3 to 4 trips weekly and 13.5% do at least 5 trips weekly.
A significant 30.2% stated that they do not do work-related trips during their time at University.
3.92
Number of work-related trips during time at University is not related to gender. Students and
non academics tend to do less work-related trips during their time at University. There are higher proportions of academic staff that do 1 to 2 work-related trips weekly.
3.93
Respondents aged less than 60 years are less likely to make work-related trips compared to
their older counterparts. Respondents aged more than 40 years are more likely to make 1 to 2 workrelated trips weekly compared to younger respondents.
3.94
The largest proportion of the respondents (18.5%) travel to Valletta. This is followed by Sliema
(7.8%), Birkirkara (7%), Msida (5.7%), Mosta (4.1%), Floriana (4%), Attard (3.8%), San Ġiljan (3.5%)
and San Ġwann (3.4%). Other localities are visited by less than 3% of the participants. Some of the
purposes suggested by the respondents for these trips include – picking children from schools, shop3.95
Page 52 of 63
ping, deliver lectures at Old University and Junior College, visit government departments and attend
sports facilities.
Summary of results and proposed sustainable transport measures
Following the analysis of the travel survey questionnaire a number of conclusions can be drawn
up. These include the following:
3.96
1. User profile
2. Journey conditions to and from University
3. Attitudes towards change
4. Attitudes towards car sharing
5. Overall attitudes towards the use of alternative sustainable forms of transport
User profile
There are three distinct groups of people travelling to and from University. Each group is characterised by different mobility needs and use of transport modes. While the academic staff are the most
reliant on private transport and have complex travel patterns throughout the day and week, nonacademic staff are dominated by a large proportion of people dependent on private transport however
with travel patterns that are much simpler and most of the time fixed alongside strict working hours. The
student population is still dependent on public transport despite the complex travel patterns they display
throughout the week. These patterns are a direct result of i) the provision of parking infrastructure on
site, i.e. the parking scheme in place seems to work well in respect of the student group but favours too
much the non-academic and academic groups; ii) the flexible working conditions of academics that are
not restricted with fixed office hours; and iii) students that do not stay at University much beyond lecture
time.
3.97
Journey conditions to and from University
The questionnaire survey highlighted also the problems encountered by staff and students during their journey to and from the University. It is evident that irrespective of mode, staff and students
want to arrive at the University as quickly and safely as possible. For car users congestion and parking
at destination are of most concern, for bus users travel time is of critical importance and for pedestrians
safety is necessary. These results provide for opportunities to encourage modal shift by improving public transport and pedestrian infrastructure and therefore provide a safer and faster service than private
transport.
3.98
Attitudes towards change
The main challenge for the University population to change their travel habits to more sustainable transport modes is determined by quality of service provided. It is evident that currently there is
discontent among users as car drivers find congestion and lack of parking, bus users are stuck on the
bus for a long period of time (longer then they feel necessary) and walking is only used by the few living
close enough to the site.
3.99
The participants were requested to list factors that would encourage them to change. Most of
the responses pointed towards a positive attitude with regard to a step in quality of services (in the case
of public transport) and a better provision of infrastructure for pedestrians. These measures and a continued demand management for parking around the campus seems to suggest that users would consider using alternative means.
3.100
It is advisable that negotiations are held with the new operator to investigate potential measures
that would seek to increase public transport utilisation by University staff and students. Some examples
are promotional free passes, personalised information in collaboration with the University GTP coordi3.101
Page 53 of 63
nator and other measures which would demonstrate the effectiveness of using public transport over
personal car travel.
Attitudes towards car sharing
One important measure highlighted over the past few years in transport planning is the introduction of car sharing practices among employees. Despite no formal structures/regulations exist in Malta
with respect to car sharing practices, participants at the University were asked about the factors that
would lead them to car share in the future. Only 24% stated that nothing would make them car share
while there was a positive response to finding a suitable partner, providing a ride home in the case of
emergency and equally important were the reserved parking to encourage car sharing and fuel cost
saving for those car sharing. This response is very positive and would point towards a favourable approach that the University could consider in its GTP.
3.102
Overall attitudes towards the use of alternative sustainable forms of transport
In a question to determine what would be the factors that would lead people to change their
travel habits, cost saving, environmental impacts and convenience are identified as key.
3.103
Page 54 of 63
4
GREEN TRANSPORT PLAN
Introduction
With these results in mind the University must ensure that proposed measures are tailor-made
for its employees and students in a manner which saves money and are sustainable in the long term,
they decrease the environmental impact and are seen as an improvement over the current systems in
terms of quality and convenience. The measures that are being proposed in this plan include the following:
4.1
1. Short term measures:
a. Setting up of a GTP Committee
b. Appointment of a Geen Transport Plan Coordinator
c. A targeted information campaign to promote the use of public transport
2. Medium term measures:
a. A fleet management and logistics plan
b. A dedicated group transport service for the University
c. A car-sharing data base to promote car sharing practices
d. Enhancing the parking scheme within the campus
e. Request the Government to upgrade the Tal-Qroqq Junction underpass
3. Long term measures:
a. Develop proposals for Government to develop safe routes to University
b. Develop pilot projects for enterprise in the area of travel planning
Green Transport Plan measures
Short term measures
Setting up a GTP Committee
This Committee will be charged with the task of establishing the role of the GTP Coordinator
and discuss issues related to the implementation of the GTP measures. Its remit will be to meet every
six months to discuss progress and problems encountered. It will also be in charge of monitoring the effectiveness of measures as they are implemented.
4.2
The Committee will also be charged with commissioning travel surveys at the University to
amend and adjust as necessary the GTP measures. This Committee will be made up of:
4.3

Rector (or his delegate)

Representative from Estates and Works

Representative from the Precincts Office

Senate Representative

KSU representative

UMASA representative
Page 55 of 63

UHM representative

Two academics with relevant expertise and experience in this area
The first task of the Committee will be to draw up Policy Guidelines for Green Transport Planning at the
University and the roles and functions of the Committee and its members.
Appointment of a GTP Coordinator
In order to fulfil the aims and objectives of this plan the University will designate a GTP Coordinator to manage the implementation of the Plan and see to its success.
4.4
The Committee will draw up the role and functions of the GTP Coordinator and will provide the
first set of tasks for the coordinator to implement.
4.5
A targeted information campaign to promote the use of public transport
From the analysis carried out in this report and detailed in Annex Four it is evident that the proposed public transport system will provide a step up in quality, convenience, cost and time saving for a
large proportion of the student and staff population.
4.6
A strong campaign will be launched by the University in collaboration with KSU to promote and
encourage staff and students to use public transport. The timing of this campaign is perfectly in parallel
with the new public transport services which are set to start operating in July 2011. The campaign
would therefore include:
4.7

route planning services and timetable information;

individual service information;

regular campaigns to promote the environmental and cost benefits of using public transport.
In the new system students will also benefit from discounts while staff purchasing long-term
passes will benefit from savings, even when compared to the current system.
4.8
4.9
It is also envisaged that the new public transport operator will support such initiatives.
Medium term measures
A fleet management and logistics plan
The University owns a fleet of cars which are currently not used efficiently. The Committee will
engage consultants to draw up a management plan aimed at streamlining the delivery of mail and parcels across University departments to third parties, supported by the use of appropriate logistics software to, not only effectively manage resources but identify shortest route and efficient use of assets.
4.10
This system would also be applied for the use of vehicles in the case of employee travel during
working hours (for work-related trips outside the University) and the „guaranteed trip home‟ in case of
staff that opt to participate in projects supporting alternative travel modes.
4.11
A dedicated group transport service for the University
The University will investigate the potential for organising group transport to and from the
University. Because of the large number of employees, particularly non-academic staff from particular areas around the island, the potential for organised group transport in this area is great.
4.12
A strong 47% of respondents to the travel questionnaire thought that organised group
transport would encourage them to shift to public transport.
4.13
A pilot service could be provided by the University Residence bus if it is determined that its
potential is not being fully utilized.
4.14
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A car sharing database to promote car sharing practices
The Committee will encourage the development of car sharing practices at the University. The
GTP Coordinator will develop a car sharing database and provide an online tool for people to establish
contacts.
4.15
The Committee will draw up (either through the GTP Coordinator or through consultants) a best
practice guide or a set of guidelines for the operation of a car sharing scheme for the University.
4.16
Enhancing the parking scheme on site
The effects of demand (parking) management on travel behaviour has been demonstrated over
the past years at the University when the introduction of the current parking scheme saw the reduction
of parking spaces for students, which in turn kept the number of student-driven vehicles low.
4.17
This success story should be reproduced with more innovative means of attracting only the
necessary car trips. Due to the fact that planning conditions do not allow University to expand parking
infrastructures, the effective management of the current capacity must be improved.
4.18
This planning restriction is being seen as an opportunity for the University to maintain and eventually reduce its carbon footprint from the number of cars travelling to and from it.
4.19
The need for a more formal parking management system was after all acknowledged by the
University Authorities in 2007. Future plans might include the accommodation of car sharing spaces
(thus reducing the current capacity for single-occupant vehicles), greening of public areas around the
University to the detriment of parking spaces (such as the ring road), and timed or paid parking.
4.20
Request the Government to upgrade the Tal-Qroqq Junction underpass
In paras 1.30 and 1.31 (on page 22) reference is made to the tendency for pedestrians to risk
crossing the dangerous roads around the Tal-Qroqq Junction instead of using the underpass which was
constructed as part of this junction. It is also stated that the behaviour of such pedestrians is understandable as the underpass was never finished in a manner that renders it attractive to potential users.
Furthermore, the smell of urine is often overwhelming.
4.21
The Committee shall discuss the possibility of requesting that the Government finishes the underpass and installs security cameras. Furthermore, wardens should be expected to make their presence felt and pay ad hoc visits to the underpass. It would also be important for the skateboard area to
be provided with an open-all-hours public convenience.
4.22
Long term measures
Develop proposals for Government to develop safe routes to University
The Committee will engage consultants to draw up a plan for the development of safe routes to
University. The concept is similar to the „safe routes to schools‟ projects which promote safe walking infrastructure and practices.
4.23
Similarly the plan will include the provision of safe cycle routes and necessary infrastructure on
the way to University. It is hoped that the Government will see the proposals favourably and develop a
road map for the implementation of the necessary infrastructure.
4.24
This would encourage further the adoption of sustainable modes of transport such as cycling
and walking (as demonstrated by the results of the travel survey).
4.25
In parallel to this the University will develop an area wide plan to increase and improve the infrastructure for cyclists (e.g. covered cycle racks) and pedestrians on site.
4.26
Develop pilot projects for enterprise in the area of travel planning
Through its research arm, the University could attract research in commercialisation and enterprise in the areas of travel planning and sustainable transport. A number of business models already
4.27
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exist abroad, e.g. car sharing (rental) practices, and research would endeavour to establish the commercial viability of such measures locally.
Similarly for technology commercialisation, the University will attract research in the area of
software tool development for the coordination and management of travel plans in organisations, localities and so on.
4.28
Analysis of proposed sustainable transport measures
A number of measures proposed in this plan look towards the setting up of formal structures
within the University to support travel planning. This is a relatively new concept at the University and in
Malta in general and the University has already made public (in its press releases in September 2010)
that „through this plan the University aims to set a positive example for the promotion of sustainable
transport and encourage social responsibility‟.
4.29
It should be acknowledged that in order to be successful appropriate administrative structures
should be put in place. Although no significant modal shift will be experienced in the short term it is critically important for the structures to be set up well within the administration of the University, during the
first months of the implementation of the GTP.
4.30
It is therefore assumed that for the first six months until the GTP Committee and Coordinator
are identified and their Terms of Reference drawn up, there will be little if not negligible effects on travel
behaviour.
4.31
This however coincides well with the start of the new public transport service which this plan relies heavily upon. The information campaign to promote the use of public transport should coincide with
the start of the new service in July 2011. If this new service delivers what has been promised so far,
then the success rate at modal shift over a period of time will be high.
4.32
Given that the number of potential users from the various localities being serviced by direct services is close to 6,500 staff and students, the provision of a cheap, high quality and fast service would
entice many to shift mode. In addition, if no further parking infrastructure is provided the new generations of University students and staff will need to find alternative means of transport. Given just an attraction rate of public transport of 5% per year and the projected student and staff population, the
growth in the number of public transport users would double the current number of users (estimated at
3,300) by 2015.
4.33
This would necessitate major changes in the operation of the public transport service to cater
for such demand. This however is envisaged to be a process which will be coordinated with Transport
Malta and the new Public Transport Operator in due course. Public transport uptake is envisaged to be
a slow process, particularly due to the nature of the change which the University system will encounter
upon the start of the new services. However the University if confident that with the new services more
people will be attracted to use public transport.
4.34
It is not known at the moment what are the current uses of the University‟s car and personnel
fleet available to manage the goods and passenger services to and from the University. The potential of
improvements in both the efficient use of the vehicles and the reduction of trips by private car by employees who use their cars for work-related trips, seem to be high (personal communication with Head
Beadle at the University of Malta).
4.35
In this medium term measure the Committee will have to assess the costs of the current practices as well as the benefits of the proposed systems. It is not possible at this point therefore to estimate
effectiveness of the measures, in terms of reduced car trips.
4.36
In an attempt to promote public transport the University is also considering the setting up of a
dedicated group transport service for the University staff and students. This stems out from the positive
attitude of many of the respondents (47%) who stated that they would use public transport if it is organ4.37
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ised privately. This percentage represents approximately 6,000 interested persons. This is a very optimistic figure and one would aim towards a smaller group of individuals, with maybe a pilot or two a year
to test and assess usage. Policy guidelines would also be required to ascertain the costs and methods
of paying for services.
The practice of group transport unfortunately decreased in the Malta over the past decade due
to the increase in car dependence and complex travel patterns that came out of such dependence. It is
evident however that some interest still lies in this type of service.
4.38
In addition to this there were also very high responses to the adoption of car sharing practices
at the University with over 50% of participants using car sharing „if they found a suitable partner‟. This
measure seems to be more attractive to students and non-academic members of staff and would therefore equate to a current population of almost 6,000 people.
4.39
With the development of a car sharing database and the development of policy guidelines on
the practice of car sharing, this medium term measure would also seem a popular option.
4.40
It becomes more difficult to estimate effectiveness of long term measures as proposed in this
plan. It is envisaged that the enhancements of the parking scheme, the development of proposals for
safer routes to University and pilot projects for enterprise in the area of travel planning will have considerable effects on the travelling habits of individuals working and studying at the University. However in
view of the developments which the University is still to experience in the coming years it is too early to
estimate patronage or similar indicators of success.
4.41
It is proposed that the Committee reports on measures on an annual basis and seeks to establish success factors leading to the implementation of travel demand measures and the overall implementation of the GTP.
4.42
Proposed public information facilities
One of the key roles of the GTP Coordinator is to develop facilities for public information. Currently the Institute for Sustainable Development developed a rudimentary (web) tool for accessing information (2010). This and other services could be enhanced to include:
4.43
Targeted Information Campaigns
This would be the main function of the GTP Coordinator, that is, to find individuals who are
ready to participate in changing travel habits and ease as much as possible the shift by providing information to the individual or group of individuals. Information would include public transport schedules,
closest bus stop information, routing, taxi service information, and so on.
4.44
Web information
In parallel to the services which the new public transport operator will put in place for the new
public transport service, the GTP Coordinator will establish an online platform for communicating transport information to all staff and students.
4.45
Travelling planning counselling services
One important function of the GTP Coordinator will be „travel counselling‟ services. In line with
the objectives of the targeted information campaigns mentioned earlier, the GTP Coordinator will facilitate the travel needs of students and staff as and when required. He will also have to take initiatives to
kick-start the change process. This and other roles will be detailed in the GTP Coordinator terms of reference.
4.46
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Page 60 of 63
WORKS CITED
Government of Malta. (1990). Structure Plan for the Maltese Islands Final Draft Written Statement and
Key Diagram. Retrieved November 15, 2010, from Malta Environment and Planning Authority:
http://www.mepa.org.mt/file.aspx?f=1752
Government of Malta. (2006a). North Harbours Local Plan. Retrieved November 15, 2010, from Malta
Environment and Planning Authority: http://www.mepa.org.mt/nhlp-docs
Government of Malta. (2006b). Central Malta Local Plan. Retrieved November 15, 2010, from Malta
Environment and Planning Authority: http://www.mepa.org.mt/cmlp-docs
Institute for Sustainable Development. (2010). Green Travel Plan Initiative for UoM . Retrieved
November 15, 2010, from University of Malta: http://www.um.edu.mt/isd/greentravel
Ministry for Infrastructure Transport and Communications. (2010). MALTA - Public Transport Network.
Retrieved December 28, 2010, from Ministry for Infrastructure Transport and Communications:
https://mitc.gov.mt/MediaCenter/PDFs/1_SCHEMATIC%20PLAN%20MALTA%20OCTOBER%202
010%20FINAL%20Model%20%281%29.pdf
Public Transport Association. (2010). Bus Routes - Winter Schedule; Bus Routes - Summer Schedule;
Direct Services. Retrieved November 15, 2010, from Public Transport Association:
http://www.atp.com.mt/
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ENDNOTES
1
The page number refers to the progressive page numbering in the digitised version of the Structure
Plan.
2
In Figure 4 (on page 12), the vehicle & pedestrian access point C‟ is the point through which all traffic to
and from vehicle & pedestrian access point C from and to the ring road passes. The road linking these
two points passes underneath Triq Mikiel Anton Vassalli (i.e. Regional Road).
3
Gozitans living close to the site and walk to University have been excluded from the sample when calculating travel time.
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