Il-mina t’Għawdex: ħmar il-lejl

Il-Ministru Ian Borg, iktar kmieni din il-ġimgħa, infurmana li kien qed jaħdem biex iwettaq il-ħolma ta’ diversi Għawdxin billi jmexxi l-quddiem il-proċess tal-mina taħt qiegħ il-baħar bejn Malta u Għawdex. Wara dibattitu li ilu għaddej is-snin hu ċar li iktar milli jwettaq il-ħolm ikun aħjar jekk Ian Borg jipprepara ruħu għal ħmar il-lejl.

Saru studji ġejoloġiċi imma lanqas il-konklużjonijiet ġenerali dwarhom ma nafu. Għadhom mistura qieshom xi sigriet tal-istat. Tliet snin ilu l-ġejoloġista Peter Gatt kien ġibed l-attenzjoni għall-fatt li l-mina tal-Enemalta bejn il-power station tal-Marsa u Delimara kienet swiet id-doppju ta’ dak ippjanat u dan minħabba kollass tal-blat f’diversi punti matul il-mina nnifisha. Dan kien seħħ bħala riżultat tan-nuqqas ta’ informazzjoni ġejoloġika meta ġiet imfassla l-mina. Kieku dan kellu jseħħ waqt li jkun għaddej ix-xogħol fuq il-mina bejn Malta u Għawdex hu inevitabbli li jkollna problemi kbar, inkluż possibilment numru ta’ mwiet.

Hu fatt magħruf li fil-Fliegu hemm diversi kisriet ġejoloġiċi (geological faults). Tajjeb li nirrealizzaw li tnejn mill-proposti għall-mina, li saru minn Mott MacDonald, il-konsulenti ta’ Transport Malta, jgħaddu minn dawn il-kisriet.

Li jkunu eżaminati l-kampjuni tal-blat f’laboratorju, anke jekk għal ftit ġimgħat, bla dubju jżid l-għarfien tal-ġejoloġija taż-żona imma dan mhux biżżejjed biex fuqu jittieħdu deċiżjonijiet dwar id-diżinn tal-proġett. Biżżejjed nifhmu li minkejja l-istudji ġejoloġiċi dettaljati fuq numru kbir ta’ snin, ix-xogħol fuq il-mina bejn l-Ingilterra u Franza, iċ-Channel Tunnel, kellu jieqaf u jkun devjat diversi drabi minħabba li t-tħaffir iltaqa’ ma problemi ġejoloġici li ma kien hemm l-ebda indikazzjoni tagħhom fl-istudji dettaljati!

L-istudji serji jieħdu ż-żmien biex isiru: ma jistgħux ikunu mgħaġġla minħabba data determinata minn agenda politika.

Tliet snin ilu, Transport Malta, flimkien mal-Kamra tal-Kummerċ Għawdxija kkummissjonaw studju ekonomiku, ferm qabel ma biss bdew l-istudji ġejoloġiċi. L-istudju kien intitolat Establishing a Permanent Link between the Island of Gozo and Mainland Malta: An Economic Cost Benefit Analysis of Available Strategic Options, li kien sar minn E-Cubed Consultants. Dan l-istudju kien argumenta li t-traffiku bejn il-gżejjer kien ipproġettat li fuq perjodu ta’ 15il sena jiżdied minn medja ta’ 3000 moviment kuljum għal 9000 moviment kuljum. Argument li jmur kontra l-Pjan Nazzjonali għat-Trasport approvat fl-2015 ukoll.

Il-mina proposta teħtieġ ammont kritiku ta’ movimenti ta’ karozzi li jħallsu biex jgħaddu mill-mina u per konsegwenza minn fuqhom jinġabru l-ispejjes tal-mina kif ukoll il-profitti tal-operaturi. Fi ftit kliem il-mina, biex tirnexxi tiddependi minn moviment kbir ta’ karozzi kuljum. Dan imur kontra l-politika dwar it-trasport tal-lum, li ta’ l-inqas fuq il-karta, timmira għal tnaqqis ta’ karozzi mit-toroq tagħna. Din hi materja li bla dubju għandha tkun eżaminat mill-istudju fuq l-impatti ambjentali (EIA) dwar il-mina proposta. Dan l-istudju għadu fl-istadji inizzjali tiegħu u dan wara li l-Awtorità dwar l-Ambjent u r-Riżorsi ftit ġimgħat ilu approvat dak li għandu jkun indirizzat (terms of reference) minn dan l-istudju. L-EIA hu stadju essenzjali li minnu jeħtieġ li jgħaddi l-proġett.

Għaldaqstant, kien irresponsabbli l-Ministru tat-Trasport, meta, iktar kmieni din il-ġimgħa, ħabbar li fi żmien sitt xhur kienet ħierġa sejħa internazzjonali għall-offerti għall-mina bejn Malta u Għawdex. Dan ifisser li dawn l-istudji huma irrelevanti? Fl-opinjoni tiegħi il-Ministru  qiegħed jagħti  dan il-messaġġ ċar u tond.

Din hi l-agħar forma ta’ governanza ħażina għax jimmina l-isforzi tal-awtoritajiet fil-qadi ta’ dmirijiethom. B’dan il-ħsieb jiena ktibt lill-Ombudsman u tlabtu jinvestiga dan in-nuqqas ta’ governanza tajba. Il-Gvern għandu jkollu l-paċenzja li jistenna sakemm ikunu konklużi l-istudji ambjentali qabel ma jieħu d-deċiżjonijiet.

 

Ippubblikat fuq Illum : Il-Ħadd 16 ta’ Diċembru 2018

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Gozo tunnel nightmares

Minister Ian Borg informed us, earlier this week, that he seeks to turn into reality a Gozitan “long-held dream” by starting the process for a Malta-Gozo tunnel below the seabed. After debating the matter for years, it is clear that rather more than dreams, Ian Borg should prepare himself for a nightmare.

Geological studies have now been carried out and the results therof are being treated as some state secret. Three years ago, geologist Peter Gatt had drawn attention to the fact that the Enemalta tunnel between the Marsa power station and Delimara had a cost overrun of 100 per cent as a result of rock collapse along several points of the tunnel. This had occurred due to inadequate geological information fed into the design process. If the same were to happen during the Malta-Gozo tunnel works, a series of disasters, including possibly loss of life, would be inevitable.

It is a known fact that the Gozo channel is full of geological faults. It is pertinent to note that two of the tunnel options put forward by Transport Malta advisors Mott MacDonald pass through an active fault in the Gozo channel.

Taking borehole samples and examining them in a laboratory over a few weeks certainly increases our knowledge of the geology of the area but it is nowhere near the sufficient knowledge on the basis of which one can conclude the design parameters of the project. Suffice it to point out that notwithstanding the detailed geological studies spanning over many years and underpinning planning for the Channel Tunnel linking Folkestone in Kent and Coquelles near Calais, the drilling of the tunnel had to be deviated at certain points because of unpredicted geological formations.

Serious studies take years to conclude: they cannot be rushed to meet a deadline set by a political agenda.

Feasibility studies have been carried out some time ago, long before the geological studies were even taken in hand. Three years ago, the Gozo Business Chamber in conjunction with Transport Malta commissioned a study entitled Establishing a Permanent Link between the Island of Gozo and Mainland Malta: An Economic Cost Benefit Analysis of Available Strategic Options. In the study, which was carried out by E-Cubed Consultants, it was argued that the average annual daily traffic (AADT) between the islands is projected to increase from 3000 to 9000 vehicle movements over a 15-year period.

This feasibility study makes assumptions which run counter to the National Transport Master Plan objective of reducing cars from our roads.

Basically, the proposed tunnel requires a critical mass of vehicular movements which would be subject to the payment of a toll and hence contribute to the recovery of the capital outlay, maintenance costs and profits. This runs counter to current Maltese Transport policy, which (at least on paper) aims to reduce the use of private cars from our roads.

This is an issue which would undoubtedly be examined by the Environmental Impact Assessment (EIA) on the proposed Tunnel which study is currently in its initial stages after the Environment and Resources Authority recently approved the terms of reference of such a study. The EIA is an essential stage of the assessment of the project.

It was therefore irresponsible for the Minister of Transport, earlier this week, to announce that within six months an international call for tenders would be issued relative to the Malta-Gozo undersea Tunnel. Does this mean that the government considers the EIA irrelevant? This, in my opinion is the clear message being conveyed.

It is the worst form of bad governance as it undermines the efforts of the established authorities in carrying out their responsibilities. With this in mind, I have written to the Ombudsman and asked him to investigate this breach of good governance. Government should have the patience of awaiting the outcome of the EIA before taking any further decisions.

published in The Malta Independent on Sunday : 16 December 2018

Marsa: a planning mess

turkish-cemetry-marsa-malta2

The Chamber of Architects has taken the Planning Authority to task on the piecemeal local plan reviews that it has been churning out, one at a time. The latest tirade was with reference to a partial review of The Grand Harbour Local Plan (originally published in 2002) specifically with respect to a Marsa Park Site.

We have just concluded a public discussion on a Masterplan for Paceville, which was shredded by public opinion and sent back to the drawing board.

Earlier, we had the Planning Authority itself contesting whether Local Councils, NGOs and the Environment and Resources Authority  had a right to contest the decision to permit high-rises in Townsquare Sliema and in Imrieħel.

To make matters worse, instead of consolidating the environmental regulatory functions of the state, this government has opted to deliberately fragment them, thereby ensuring their reduced effectiveness by design.  In a small country such as Malta, it pays to have one consolidated authority  directed by environment professionals through whom land use planning responsibilities should be accountable.

Land use planning needs to be more focused but holistic in nature. The Chamber of Architects aptly makes the point that focusing the efforts of the partial review of the Grand Harbour Local Plan specifically on “a Marsa Business Park” without considering this within the context  of a much needed regeneration of Marsa would be a futile exercise. The decay of Marsa as an urban centre needs to be addressed at the earliest opportunity and this will not be done through piecemeal local plan reviews but through comprehensive planning “which ought to include community needs, road transport re-alignment, environment improvement and flooding mitigation measures”.

These are the basic issues which should be addressed by a local plan review concerning Marsa. Tackling major infrastructural and social problems facing the Marsa community should take precedence over any proposal for the redevelopment of the Marsa Park site. It is the whole of Marsa that should be addressed and not just one tiny corner.

The partial local plan review is ignoring the local community, just like its cousin the Paceville Masterplan did some months ago. Many years ago we learned that “planning is for people”. This seems to be no longer the case as, according to the Planning Authority, planning is apparently for business hubs, high-rises and, obviously, for developers. They seem to be very well connected, thereby ensuring that they occupy the first items of this government’s land use planning agenda.

Marsa has been forgotten over the years. With the closure of the Marsa power station now is the appropriate time to consider the various accumulated impacts on the Marsa community in order that an integrated approach to addressing them is identified. Planning is for people. That means that the Marsa community should be actively involved when these plans are being formulated, including at the drawing board stage. Land use planners should stimulate the Marsa community to speak up and involve itself in drawing up a blue print for its future.

The regeneration of Marsa is an urgent matter which should not be left unattended.

published in The Malta Independent on Sunday : 15 January 2017

Il-mina bejn Malta u Għawdex

Gozo_tunnel_route_alignment_options

 

Ma nafx jekk il-Ministru tal-Finanzi kienx jaf x’inhu jgħid meta qal li l-feasibility study “ikkummissjonat minn Transport Malta u l-Gozo Business Chamber” dwar il-mina bejn Malta u Għawdex kien lest. Imbagħad fis-sentenza ta’ wara jgħidilna li l-pass li jmiss issa huwa l-istudju tekniku u ġeoloġiku dwar il-mina.

Il-mistoqsija toħroġ waħedha: kif tista’ tagħmel feasibility study sura, jiġifieri studju dwar jekk jaqbilx li jsir il-proġett, meta għadek ma lestejtx l-iktar studju importanti: dak ġeoloġiku.

Dan ilu żmien jingħad minn kull min jaf l-affarijiet.

Jiena ktibt dwar dan kważi ħames snin ilu.

Iktar importanti milli ktibt jien, illum tkellem mat-Times il-ġeoloġista Peter Gatt. Tkellem ukoll mat-Times nhar it-3 ta’ Frar 2011.

Dr Peter Gatt jispjega fit-Times tal-lum għaliex qabel ma jsir l-istudju ġeoloġiku ma tista’ tikkonkludi xejn. Dan l-istudju hu “a vital first step”. Dan minħabba li l-istudju ġeoloġiku, jekk isir sewwa, jidentifika l-problemi ġeoloġiċi fuq ir-rotta li tkun ser titħaffer. Min-naħa l-oħra, jispjega Dr Gatt, jekk l-istudju ma jsirx, jew ma jsirx sewwa l-ispejjes tal-proġett jimmoltiplikaw. Kif ġara, jgħidilna Dr Gatt, fil-mina bejn Delimara u l-Marsa [bejn iż-żewġ power stations] li swiet id-doppju ta’ dak ippjanat minħabba li, billi ma kienx hemm informazzjoni ġeoloġika adegwata f’idejn min fassal il-proġett, kien hemm kollass tal-blat f’diversi partijiet tal-mina.

Dr Gatt isemmi l-eżempju tal-istudju ġeoloġiku li sar bi preparazzjoni għaċ-Channel Tunnel bejn l-Ingilterra u Franza. Dan l-istudju dam 50 sena biex sar u minkejja dan, l-ispiża taċ-Channel Tunnel xorta varjat bi 80% mill-istima oriġinali.

Meta wieħed iqis dan kollu ma nafx x’feasibility study sar!

Qalulna ukoll (mhux fil-baġit) li l-mina ser tiġi tiswa madwar €250 miljun. Meta tqis l-ispejjes li jistgħu jkunu meħtieġa minħabba l-kundizzjonijiet ġeoloġiċi taħt il-Fliegu bejn Malta u Għawdex, naħseb li din l-istima hi baxxa ħafna. Fil-fatt jiena fl-artiklu tiegħi tal-2011 kont għidt li probabbilment li l-ispiża tkun bejn €1 biljun u €1.5 biljun. Dan kont ibbażajtu fuq l-ispiża stmata għall-mina bejn il-gżira Daniża ta’ Lolland u l-gżira Ġermaniża ta’ Fehmarn li kienet qed tkun diskussa f’dak iż-żmien. Għalkemm dawn huma stimi imma xorta hemm diskrepanza kbira li mhiex ġustfikata.

Hemm dawn il-problemi kollha u għandna ma bdejniex nitkellmu dwar impatti ambjentali, li minnhom hemm bosta.

Il-mina, biex issir, ser tiġġenera kwantità kbira ta’ blat imqatta. Dan ivarja skond id-diżinn u jista’ jammonta sa żewġ miljun metri kubi ta’ blat. Hemm ukoll is-siti Natura 2000 li qegħdin viċin ħafna taż-żona fejn ser tiżbokka l-mina fl-inħawi taċ-Ċumnija limiti tal-Mellieħa.

Imma l-feasibility study lest, qalilna l-Ministru!

Enerġija : wegħdiet mhux imwettqa

Marsa Power Station

Il-kritika li qed nagħmlu lill-Partit Laburista li ma żammx il-wegħda elettorali prinċipali tiegħu li sa Marzu 2015 ikollu impjant jaħdem bil-gass biex jiġġenera l-enerġija elettrika hi kritika ġustifikata. Imma kif ktibt il-bieraħ fuq dan il-blog jista’ jkun li beda jinħema l-ħsieb illi l-gass, flok ma jinġieb bil-vapuri jtwassal Malta bil-pipeline. Jekk dan jirriżulta, ikun każ ta’ żvilupp pożittiv (fl-aħħar). Għadu iżda kmieni kemm biex dan ikun konfermat kif ukoll biex inkunu nafu x’wassal għal din iċ-ċaqlieqa, dejjem jekk dan il-pass iseħħ rejalment.

Il-kelliema tal-Partit Nazzjonalista, fil-waqt li jitkellmu dwar dak li wiegħed il-Labour u ma’ wettaqx ftit li xejn jgħidulna għaliex il-wegħdiet Nazzjonalisti dwar l-egħluq tal-Power Station tal-Marsa baqgħu ma twettqux.

L-ewwel darba li saru dawn il-wegħdiet kien fl-1992 meta ġiet inawgurata l-ewwel fażi tal-Power Station ta’ Delimara. Dakinhar, minkejja li l-Gvern immexxi mill-PN kien waqqaf l-użu tal-faħam fil-Power Station tal-Marsa, xorta kien hemm problema kbira ta’ tniġġiz tal-arja fil-Marsa u l-inħawi residenzjali fil-madwar. Is-snin gerbu u minkejja l-wegħdiet anke l-PN fil-Gvern, bħall-Labour ma wettaqx dak li wiegħed.

Waqt in-negozjati biex Malta tissieħeb fl-Unjoni Ewropeja kienet saret emfasi min-naħa tal-Unjoni Ewropeja li l-impjant li jiġġenera l-elettriku fil-Marsa kellu jagħlaq malajr kemm jista’ jkun. Iżda l-PN fil-Gvern filwaqt li qal iva baqa’ ma għamel xejn.

Fl-2013, wieħed u għoxrin sena wara li saret il-wegħda l-ewwel darba, il-PN spiċċa mill-Gvern u l-wegħda li l-Power Station tal-Marsa tagħlaq baqgħet ma twettqitx.

Eżempju ieħor li anke fil-qasam tal-enerġija m’hemmx differenza bejn il-PN u l-Labour. It-tnejn iwegħdu u ma jwettqux. Il-politika ta’ żewġ partiti fniet lil dan il-pajjiż .

 

Taking their breath away

Enemalta decided to use heavy fuel oil at the Delimara power station extension during the tendering process for the power generating plant. The installed equipment, however, can function through the use of either HFO or gas oil. The former is a heavy polluter, the latter polluting substantially less.

Pollution in the Marsaxlokk Bay area affects Marsaxlokk, Birżebbuġa and Żejtun. It is made up of accumulated emissions from Marsa and Delimara power stations, land transport and emissions from air traffic in the flight path over Birżebbuġa prior to landing.

The Malta Environment and Planning Authority has concluded public consultation on Enemalta’s integrated pollution prevention and control application to operate the Delimara power station extension. During this consultation, Mepa released an air dispersion modelling report it commissioned. Authored by Maltese consultants Ecoserve Ltd with their Austrian partners, the report is dated August 2011.

The report applies a range of numerical simulation models for air quality impact assessment to the Delimara power station and its extension in a domain around the plant. The Ecoserve report, utilising emission data supplied by Enemalta, concludes that present accumulated emissions in the Marsa­xlokk Bay area are well within the limits of the EU Clean Air Directive. It then goes on to simulate the emissions when the Delimara extension starts functioning and the Marsa power station is switched off.

Now this conclusion contrasts with other information contained in the study. Limiting myself to particulate matter, data collected over a four-week period by Mepa and reproduced in the Ecoserve study shows that in the period under the spotlight particulate matter present in the air at Marsaxlokk and Birżebbuġa was well in excess of permissible limits in terms of the EU Air Quality Directive.

Average PM2.5 daily readings measured 52.50 μg/m3 at Marsaxlokk and 34.7 μg/m3 at Birżebbuġa whereas maximum readings were 149 μg/m3 at Marsaxlokk and 61 μg/m3 at Birżebbuġa. This contrasts with the target value of 25 μg/m3 for PM2.5, which is mandatory in terms of the EU Air Quality Directive. This means an average reading of 210 per cent of the EU limits for Marsaxlokk and 139 per cent for Birżebbuġa.

On the other hand, average PM10 readings measured 54.10 μg/m3 for Marsaxlokk and 70 μg/m3 for Birżebbuġa while maximum readings were 154 μg/m3 at Marsaxlokk and 250 μg/m3 at Birżebbuġa. This contrasts with the limit value of 50 μg/m3 (daily average) that is mandatory in terms of the EU Air Quality Directive. This means an average reading of eight per cent above the EU limits for Marsaxlokk and 40 per cent above EU limits for Birżebbuġa.

In contrast, the simulation exercise “assuming the worst case scenario meteorology for 2010” concludes an annual average of 12.1 μg/m3 of PM10 with just four cases when the EU limit is exceeded! As the EU directive permits exceedances on not more than 35 occasions, the simulation exercise concludes that all would be fine at Marsaxlokk Bay.

(PM10 refers to particulate matter up to 10 microns in diameter whereas PM2.5 refers to particulate matter up to 2.5 microns in diameter.)

The Ecoserve study does not explain how this discrepancy between the conclusions of the simulation exercise and the Mepa actual readings in Marsaxlokk and Birżebbuġa is to be interpreted. Both Mepa and its contractor, Ecoserve Ltd, have a lot of explaining to do.

Mepa also has a duty to explain why the request by local councils for a long-term air monitoring exercise at Marsaxlokk and Birżebbuġa was not acted upon. Having data covering a longer time frame would lead to more robust conclusions relative to air quality at Marsaxlokk Bay. As things stand, having a contrast between simulated and real-life data, I would not hesitate one second to give more weight to the data actually measured. As to the projections into the future they simply cannot be relied upon.

Particulate matter present in the air gives rise to various issues of health. These fine particles originate primarily through the combustion of fuels, their chemical composition depending on the fuel from which they originate. The coarser particles when inhaled by humans lodge in the upper respiratory tract while the finer ones deposit themselves inside the lungs and are absorbed into the bloodstream causing a multitude of health problems.

As indicated by various studies, the excessive presence of particulate matter in the air is one of the causes of various respiratory ailments notably asthma, the incidence of which, according to medical general practitioners in the area, has been rising considerably in the Marsaxlokk Bay area over the past years.

In view of the above, it is clear that the choice of fuel on which the Delimara power station extension is run will contribute significantly to air quality in the Marsaxlokk Bay area. Use of HFO will take our breath away as it would increase the emission of particulate matter. Using gas oil, on the other hand, would ensure lower emissions and give the opportunity of breathing cleaner air to the community residing around the Marsaxlokk Bay.

published in The Times, October 15 , 2011 under the title :

A Choice which Takes Our Breath Away