Mosta’s main square is once again sparking significant controversy. However, this time, it’s the pedestrianisation aspect of the project that is under the spotlight. Only a few weeks after the project’s inauguration, the newly elected mayor wants to reverse the pedestrianisation of the square. Rightfully so, one may think that the square has been pedestrianised throughout the week. However, for the time being, the square is open to traffic except for Saturday evenings and Sundays. Despite the limited time that this approach is in action, the new local council is arguing that it has increased journey times and aggravated parking concerns.
Transport Minister Chris Bonett expressed on his social media channels that he believes the Mosta Square should be pedestrianised on weekends, arguing that difficult progressive decisions should be supported not undermined. The Minister also criticised the Council for considering reversing the measure and called for consistency in promoting and delivering on open spaces.
Graffitti were strong in their defence of pedestrianisation, arguing that it would be one step forward but 10 steps back. They argue that public spaces are crucial for community life, particularly in areas increasingly dominated by traffic. The NGO points out that the initial inconvenience for drivers is outweighed by the long-term benefits of having pedestrian-friendly zones.
Economic Revitalisation
Data suggests that stores located in pedestrianised environments tend to record higher sales volumes compared to those in non-pedestrian areas, indicating that pedestrianisation can significantly boost local economies (Yoshimura et al., 2022). However, this must be accompanied by the clustering of businesses and walkable areas attracting more customers and encouraging longer visits. This increased foot traffic translates into higher sales, providing a clear economic benefit. Currently, Mosta is home to diverse and numerous businesses, boding well for the pedestrianised environment, which still needs to be part of a more holistic strategy. One cannot expect major benefits if the measure is implemented half-heartedly and only on weekends, or by having a very small space pedestrianised as currently is the case today. Moving back from what Mosta has today is a step back rather than a step forward.
Currently, local businesses are claiming that sales have fallen since the project started, but they are mostly using the construction period as a time frame to make this assessment. Only in a few months can one start properly assessing the situation, and even if sales make a modest recovery, one must keep in mind that other factors are at play.
The success of pedestrianisation initiatives largely depends on robust policy frameworks and regulatory mechanisms. Areas that effectively implement pedestrian zones often have comprehensive urban planning policies addressing traffic management, public safety, and economic support for affected businesses. Effective policy frameworks are essential for maximising the benefits of pedestrian zones and ensuring their sustainability.
Community Building and Cultural Vitality
Pedestrian zones can also play a vital role in fostering community and social interaction. If used properly, they can become natural gathering spots promoting a sense of belonging. The Mosta Local Council will lose an opportunity if it decides to reverse the policy. A clear example is the village feast that centres around the squares, which more often than not, is closed to accommodate the celebrations. The question is, why should we limit activity in this space solely for the weeks of the feast?
Implementation of Progressive Policy
Implementing progressive urban policies often meets significant resistance, particularly from those holding traditional views. The controversy surrounding the pedestrianisation of Mosta’s main square is a prime example of the difficulties faced by policymakers trying to modernise urban spaces and implement forward-looking policy. This is why implementing such measures should be supported.
Pedestrianisation often faces cultural resistance from those accustomed to traditional urban layouts dominated by cars. In many communities, cars symbolise modernity and convenience, and any effort to reduce their presence is seen as a step backwards. This cultural resistance is particularly strong in areas with a deeply ingrained car culture, where the shift towards pedestrian-friendly policies requires significant changes in mindset and behaviour.
Success in Implementation
These policies need to also be communicated and implemented effectively, otherwise one is naturally going to expect further backlash making it harder to implement already controversial bold action. The confrontational tactics used by the ex-mayor when challenged on the traffic and parking inconveniences experienced by residents contributed to this initiative being impopular before actually being implemented.
Sources
Özdemir, D. and Selçuk, İrem (2017) ‘From pedestrianisation to commercial gentrification: The case of Kadıköy in Istanbul’, Cities, 65, pp. 10–23. Available at: https://doi.org/10.1016/j.cities.2017.02.008.
Vitale Brovarone, E., Staricco, L. and Verlinghieri, E. (2023) ‘Whose is this street? Actors and conflicts in the governance of pedestrianisation processes’, Journal of transport geography, 107, p. 103528. Available at: https://doi.org/10.1016/j.jtrangeo.2022.103528.
Te Boveldt, G. et al. (2023) ‘Pedestrianisation as a step in a societal transformation? An analysis of support and opposition in Brussels’, Cities, 143, p. 104577. Available at: https://doi.org/10.1016/j.cities.2023.104577.
Yoshimura, Y. et al. (2022) ‘Street pedestrianization in urban districts: Economic impacts in Spanish cities’, Cities, 120, p. 103468. Available at: https://doi.org/10.1016/j.cities.2021.103468.
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