Issue link: https://maltatoday.uberflip.com/i/1540705
15 OPINION maltatoday | SUNDAY • 26 OCTOBER 2025 JP Fabri Economist Malta's transport debate needs a system, not just a metro or tram Every few years, Malta's transport debate flares up around the idea of a metro or a mass-transit system. The pro- posals promise sleek tunnels, rapid connections, and relief from the island's congestion. But the hard truth is that no metro or tram system can suc- ceed if the rest of the transport and urban system remains the same. In particular, a met- ro cannot work in a country where car ownership continues to rise unchecked. The latest figures show that Malta now has more than 445,000 licensed vehicles on its roads, with passenger cars making up the overwhelming majority. The number of li- censed drivers is also growing steadily, with over 285,000 li- cence holders in 2024. Against this backdrop, it is striking that August saw a record 7.5 million bus passenger trips, the high- est ever monthly figure. Public transport use is rising strongly, aided by free bus travel. Yet, even with these record num- bers, the private car remains dominant as the default choice. Thousands of new vehicles continue to be licensed each year, joining a network that is already saturated. Against this reality, it is no wonder that a metro is seen as a silver bullet. But metros do not succeed in a vacuum. Hong Kong's world-class sys- tem works because car owner- ship there is tightly restricted through high first registration taxes, annual fees, and limit- ed parking. Singapore's MRT thrives not only because of good engineering but also be- cause owning a car costs tens of thousands in licensing. Even smaller European cities with tram systems, like Freiburg or Strasbourg, combine attractive infrastructure with policies that deliberately nudge people away from cars—pedestrian zones, limited parking, and cy- cling lanes that make alterna- tives genuinely more conven- ient. This is the lesson Malta must internalise. A metro or tram system would be transforma- tive only if it is part of a wider system redesign. That means not just building tracks but re- thinking incentives. Today, the cost of owning and running a car in Malta is relatively low compared to the congestion and space it consumes. Licens- ing is relatively cheap and on- road parking is free. In such an environment, even if a metro or tram were built, many peo- ple would still default to the car unless strong nudges are put in place. This is true even though public transport is free and buses are hitting record usage levels showing that demand exists, but also that buses alone cannot absorb Malta's travel needs. A systems approach would start with demand manage- ment. Parking fees that reflect true land values, congestion charges for high-traffic zones, and a steep increase in regis- tration and licences would shift behaviour. At the same time, alternatives must be credible and attrac- tive. Trams could play a central role here, especially for medi- um-density corridors where a metro is too heavy and buses are too slow. Trams integrate more naturally into the urban fabric, can reshape streets- capes, and make car-free liv- ing in certain neighbourhoods more realistic. Layered on top of this, the bus network must serve as feeders into high-capacity corridors. The record 7.5 million trips in August show that buses are al- ready playing a crucial role, but they cannot carry the whole system. Cycling infrastructure, still piecemeal, needs to be connected and safe. Walkabil- ity should become a planning principle rather than an after- thought. The aim should be to create a hierarchy of modes: walking and cycling for the short trips that dominate in Malta, trams or metro for the longer urban journeys, and buses linking peripheral areas. Increased ferry lines should al- so be considered and the recent announcement of a Marsaskala landing place is welcome. Cars should be the last resort, not the default. There is also an urban plan- ning dimension. The more scattered development be- comes, the harder it is to serve efficiently with mass transit. A metro line through a sprawl of low-density housing will struggle to generate enough ridership. A tram through a congested corridor with poor pedestrian access will under- perform. To make mass transit viable, Malta needs to rethink land use, density, and how new developments are integrated into mobility planning from the start. This is not an argument against a metro or tram. It is an argument against treating them as stand-alone projects. Infrastructure is only one piece of the puzzle. Without accom- panying reforms in pricing, planning, and incentives, Mal- ta risks building a shiny system that is underused while cars continue to choke the roads above. The transport challenge is ultimately a system challenge. The data tells us clearly that more cars are joining our roads each year, that licences contin- ue to climb, and that even with record bus usage, the private car is still king. If Malta truly wants to solve congestion and build a sustainable future, it needs to change the system of choices that households face every day. Make car owner- ship less attractive, make al- ternatives more convenient, and then, and only then, will a metro or tram deliver on its promise. The question is not whether Malta needs a metro. The ques- tion is whether Malta is ready to build the system around it that will make it succeed. This is not an argument against a metro or tram. It is an argument against treating them as stand-alone projects. Infrastructure is only one piece of the puzzle. Without accompanying reforms in pricing, planning, and incentives, Malta risks building a shiny system that is underused while cars continue to choke the roads above. File photo