Going on a diet

The health problems we face by being overweight are not resolved by changing our wardrobe or loosening our belt but by going on a reasonable diet. And it is the same with our roads.

Addressing traffic congestion will not be resolved by road-widening or large road infrastructure projects but by addressing the root cause of such congestion: the number of cars that are using of our roads.

The opposition to the Central Link project is not about trees. Trees, symbolic of environmental vitality, are an important detail in the project that Infrastructure Malta is undoubtedly only too willing to concede through promises of substantially increasing their availability, even though the plans of the project have, at various times, indicated otherwise. This is apparent from the current bombardment of TV adverts by Infrastructure Malta. The opposition to the project is rather about the short-sighted transport policy that ignores the causes of traffic congestion and deals exclusively with the effects thereof. Avoiding the root cause of traffic congestion will only result in temporary relief.

The Environment Impact Assessment on the Central Link project considers six different scenarios: Scenario 0 to Scenario 5. Scenario 0 is defined as the “do-nothing option” with the other five scenarios being different combinations of interventions in the road infrastructure. The “do-nothing option”, as implied, signifies that no infrastructural interventions are involved: everything remains as is.

Infrastructure Malta’s brief is limited to infrastructural interventions. As a consequence, the authors of the Environmental Impact Assessment did not consider it worthwhile to examine whether it is at all possible to address traffic congestion through focused policy interventions over a suitable time frame. The government has already taken some positive steps in this regard through the offering of various carrots enticing different sectors to use alternative means of mobility, which include initiatives on both land and sea transport alternatives.

In the pipeline is the proposal to widen the appeal of public transport through making it free for everyone. Various other policy proposals have been implemented, including the provision of school transport to all schools, with the aim of reducing traffic during peak hours. This is all positive and could form the basis of an exercise to realistically address traffic congestion without the need for substantial infrastructural interventions.

What is the anticipated environmental impact of all this and possibly more? We are none the wiser through reading the Environment Impact Assessment.

The Transport Master Plan emphasises that the average journey length of a private car trip in Malta is 5.5 kilometres and that 50 per cent of trips take no more than 15 minutes. This obviously leads to the important consideration that regional and local public transport, if organised efficiently, could address the movement of a substantial number of cars on our roads with considerable environmental benefits. The EIA is silent on this basic information, which, if properly acted upon, could result in a substantial number of cars being removed from our roads without the need of any infrastructural intervention!

What role does environmental taxation have in encouraging a change in behaviour of those who can address their mobility needs in a reasonable manner without the need of using a private car?

Scenario 0, which considers environmental impacts without any infrastructural interventions, does not consider this. In so doing, the EIA is incomplete as it does not assess all the available options that can have an impact on traffic congestion. This contrasts with the provisions of the EIA Regulations which broadly regulate the process of analysing and reporting on the environmental impacts of major projects and emphasise that a “sufficiently detailed and reasonably exhaustive initial appraisal of potentially suitable alternatives” is essential.

This signifies that the Environment and Resources Authority (ERA) has not carried out its role in moderating the contents of the EIA appropriately. This could possibly explain why, very strangely, Professor Victor Axiaq did not utter one single word during the public hearing of the Planning Authority Board during which he voted in favour of the Central Link project!

The long-term aim of Malta’s transport policy is spelled out in the Transport Master Plan 2025: it is a reduction in the number of cars from our roads. This will increase mobility through the use of sustainable alternatives such as public transport, cycling, walking and even sea transport between locations in our harbour areas.

Transport studies carried out all over the world indicate that major road works always end up generating additional traffic. The Central Link project will not be an exception and consequently, it will not follow the direction spelt out by Malta’s Transport Master Plan approved by government in 2016!

published on The Independent on Sunday : 28 July 2019

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Infrastruttura Malta qed tinjora l-unika soluzzjoni

Għadhom kif ġew ippubblikati l-istudji li jiffurmaw parti mill-EIA (Environmental Impact Assessment) dwar il-proġett infrastrutturali tat-toroq bejn l-Imrieħel u Ħ’Attard : is-Central Link Project. Il-konsultazzjoni pubblika ser tibqa’ għaddejja sal-21 ta’ Frar 2019.

L-istudji ippubblikati huma voluminużi. Apparti r-rapport finali miktub mill-koordinatur tal-EIA b’543 paġna hemm 11-il rapport tekniku dwar temi ta’ relevanza. Dawn ivarjaw mill-użu tal-art, il-pajsaġġ u l-impatti viżivi, il-ġeoloġija, l-ilma, l-ekoloġija, l-agrikultura, l-arkejoloġija, l-kwalità tal-arja, il-ħsejjes, l-infrastruttura u s-servizzi u l-aċċess pubbliku.

Dawn ir-rapporti nkitbu bejn Awwissu 2015 u Jannar 2019 u fihom madwar 1400 paġna. Fiż-żmien qasir li ilhom aċċessibli ma kienx possibli li jinqraw kollha. Imma, l-posizzjoni li qed tieħu Infrastruttura Malta, bla ebda dubju a bażi ta’ direzzjoni politika, hi waħda ċara ħafna.

Infrastruttura Malta qed tipproponi li tindirizza l-konġestjoni tat-traffiku fit-toroq tagħna bil-bini jew twessiegħ ta’ toroq flmkien mat-titjib ġenerali tal-infrastruttura tagħhom. B’dan il-mod, jidhrilha li l-konġestjoni tkun eliminata inkella tonqos drastikament. Dan għandu jwassal għal inqas emissjonijiet u allura titjieb il-kwalità tal-arja, jonqos il-ħin li jintilef tistenna fit-traffiku u allura jonqos ukoll il-konsum tal-petrol u d-dijsil li jinħela bil-karozzi weqfin jistennew.

Fil-Kapitlu 3 tar-rapport finali miktub mill-koordinatur tal-EIA hemm eżami tal-alternattivi għall-proġett ta’ toroq propost. Hemm sitt alternattivi li huma kkunsidrati. Dawn ivarjaw milli ma tagħmel xejn għal numru ta’ soluzzjonijiet infrastrutturali differenti. (ara paġna 66 tar-rapport)

Fir-rapport tiegħu l-koordinatur tal-EIA injora waħda mill-iktar miri ċari tal-Pjan Nazzjonali tat-Trasport 2025: it-tnaqqis tal-karozzi mit-toroq. Meta kien approvat dan il-pjan nazzjonali stabilixxa numru ta’ miri operattivi. Il-mira 2.2.2 tistabilixxi l-ħtieġa ta’ alternattivi għall-karozzi privati biex tkun inkoraġġuta mobilità sostenibbli u tnaqqas il-karozzi miz-żoni fejn hemm il-konġestjoni. (Provide alternatives to private vehicles to encourage sustainable travel patterns and reduce private vehicular demand in the congested hub area). Il-pjan jispjega li dan l-oġġettiv kien identifikat li madwar ħamsin fil-mija tal-vjaġġi li jsiru b’karozzi privati jdumu inqas minn kwarta, liema fatt juri li dawn huma fuq distanzi qosra ħafna (ara paġna 95 tal-pjan).

L-EIA li Infrastruttura Malta tippreżenta għall-konsultazzjoni pubblika jonqos milli jikkunsidra l-implimentazzjoni ta’ dan il-mira fost l-alternattivi differenti kkunsidrati bħala soluzzjonijiet possibli għall-konġestjoni tat-traffiku. Probabbilment li Infrastruttura Malta qed tiffaċċja nuqqas ta’ rieda politika biex tittieħed azzjoni. Xi ħadd jeħtieġ li jispjega għaliex din l-għodda qed tkun skartata daqshekk malajr wara li ddaħlet tifforma parti mill-pjan tat-trasport.

Iktar kmieni dan ix-xahar konna nfurmati b’żieda sostanzjali fl-użu tat-trasport pubbliku matul l-2018. Kien rappurtat li kien hemm 53.4 miljun passiġġier li għamlu użu mit-trasport pubbliku fl-2018. Żieda ta’ 11.25% fuq l-2017. Hu ċar li l-pubbliku qed jirrispondi billi jagħmel użu mit-trasport sostenibbli offrut għall-użu tiegħu.

Transport Malta teħtieġ li taġixxi mingħajr iktar dewmien. Hemm ħtieġa ta’ pjan ċar biex tkun implimentata l-mira tat-tnaqqis tal-karozzi mit-toroq tagħna. Din hi l-iktar soluzzjoni li tagħmel sens għax hi soluzzjoni li tħares fit-tul. Meta dan il-pjan ikun stabilit, imbagħad ikun possibli li l-proġett Central Link ikun ikkunsudrat mill-ġdid f’kuntrast ma alternattiva realistika.

Sfortunatament il-Gvern naqas milli jifhem li diġa kellu f’idejh is-soluzzjoni għall-problema tal-konġestjoni tat-traffika. Soluzzjoni li tindirizza l-kawza (il-karozzi) flok ma tindirizza l-effett.

Huwa nuqqas kbir li l-EIA jonqos milli jqis dan kollu. Għax l-EIA suppost li hu proċess ta’ eżami indipendenti tas-soluzzjonijiet għall-problemi li ser ikunu indirizzati. Jeħtieġ li dan in-nuqqas ikun indirizzat immedjatament.

 

Ippubblikat fuq Illum : Il-Ħadd 20 ta’ Jannar 2019

 

 

 

 

Infrastructure Malta is missing the real alternative

The studies forming part of the Environmental Impact Assessment (EIA) on the Central Link project dealing with the road infrastructure between Mrieħel and Attard has just been published. Public consultation runs up to 21 February 2019.

The studies published are voluminous. In addition to the coordinated assessment report – running into 543 pages – there are 11 technical reports dealing with various issues of considerable relevance. They deal with land cover and uses, landscape character and visual amenities, geology, water, ecology, agriculture, archaeology, air quality, noise, infrastructure and utilities and public access.

The reports dated between August 2015 and January 2019 run into approximately 1400 pages. In the limited time for which all the different reports have been available, it has not yet been possible to read through them.

Notwithstanding, the general approach of Infrastructure Malta – undoubtedly as a result of Ministerial direction – is very clear. It is proposed by Infrastructure Malta to alleviate the various bottlenecks on our roads, and the resulting traffic congestion, through the construction of new roads, the widening of existing ones and the upgrading of junctions. It is envisaged that, as a result of doing away with bottlenecks, the level of emissions will be reduced, thereby improving air quality, the time lost in traffic will be eliminated as well as the over-consumption of fuel, resulting in savings in both the fuel used and the emissions generated.

Chapter 3 of the coordinated assessment examines and assesses alternatives to the proposal under consideration. Six alternatives are considered, ranging from a do-nothing option to a number of specific infrastructural solutions, including a combination of such solutions (see page 66 of the coordinated assessment).

The coordinated assessment ignores one clear and specific objective of the National Transport Master-Plan 2025, that is a reduction in the number of cars on our roads. Approved in 2016, this master plan establishes a number of operational objectives for the implementation of transport policy. Objective 2.2.2 establishes the following: “Provide alternatives to private vehicles to encourage sustainable travel patterns and reduce private vehicular demand in the congested hub area”. The master plan explains that “this objective has been developed since the data shows that about 50 per cent of trips are under 15 minutes, illustrating that mobility is produced at a local level on very short paths.” (see page 95 of Master Plan)

The EIA presented by Infrastructure Malta for public consultation fails to consider the implementation of this objective among the various alternatives that can be used to address traffic congestion. It is possible that Infrastructure Malta is facing a brick wall due to a lack of political will to implement this objective. Someone needs to explain why this policy route is being discarded so soon after it being included into the Master Plan.

Earlier this month, we were informed about the substantial increase in the patronage of public transport. It was reported that during 2018, 53.4 million people had used public transport: an increase of 11.25% over 2017. It is clear that the public is responding through the uptake of the sustainable transport options being made available.

Transport Malta needs to stop procrastinating and take the bull by the horns. A road map for implementing the objective of reducing the number of cars from our roads is the only sensible way forward. It is the long-term view which is missing in our transport policy. Once this road map is clearly defined, then it would be easier to reassess – and probably substantially redefine and downscale – the Central Link project on the basis of a realistic alternative.

The government has, unfortunately, failed to appreciate that it has already identified policy tools with which to tackle traffic congestion. It had a solution in hand which targeted the cause of the problem: cars.

That the EIA also fails to assess this alternative is a significant flaw in the process, as this assessment should be an independent examination of the possible solutions to the identified problem. It needs to be addressed forthwith.

published in The Malta Independent on Sunday : 20 January 2019

Central Link Project u l-Istudji Ambjentali

Sirna nafu li l-istudji dwar l-impatti ambjentali tal-proġett tat-toroq magħruf bħala Central Link Project lesti.

S’issa, dawn l-istudji għadhom mhumiex pubbliċi, u, fil-fatt, fil-mument li qiegħed nikteb ma hemm l-ebda informazzjoni fuq dawn l-studji fuq is-sit elettroniku tal-ERA, l-Awtorità dwar l-Ambjent u r-Riżorsi.

Imma, minn dak li ntqal s’issa minn uffiċjali f’isem Infrastruttura Malta l-problema b’dawn l-istudji ser tkun mhux daqstant dwar dak li jgħidu imma dwar dak li jħallu barra. Imma dwar dan inkun nista’ nitkellem aħjar meta r-rapporti jkunu ppubblikati għall-konsultazzjoni pubblika, kif hemm l-obbligu li jsir bil-liġi. Il-konsultazzjoni pubblika normalment tkun twila sitt ġimgħat imma tista’ tkun itwal ukoll.

Alternattiva Demokratika diġa tkellmet ċar dwar dan il-proġett inutli li ser ikompli jżid il-karozzi u (l-ħsara ambjentali) fit-toroq tagħna.

Il-posizzjoni ta’ Alternattiva Demokratika hi ċara daqs il-kristall: il-proġett imur dijametrikament kontra l-pjan nazzjonali tat-Trasport li fassal u approva l-Gvern: pjan li jrid inaqqas il-karozzi mit-toroq.

Kif ikollna ċans naraw l-istudji, hekk kif dawn ikunu pubblikati, nkunu nistgħu nitkellmu aħjar.

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

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

Ktibt lill-Ombudsman dwar il-mina bejn Malta u Għawdex

 

Għadni kif, madwar siegħa ilu tajt ittra lill-Ombudsman biex jiftaħ investigazzjoni dwar il-mina bejn Malta u Għawdex.

Il-bieraħ il-Ministru Ian Borg ħabbar li fi żmien sitt xhur oħra ser joħroġ it-tender dwar il-mina taħt qiegħ il-baħar bejn Malta u Għawdex. Dan għamlu minkejja li l-istudju dwar l-impatti ambjentali (EIA) li dwaru s’issa ġiet konkluża biss il-konsultazzjoni pubblika dwar it-Terms of Reference għadu bil-kemm beda.

Apparti li dan hu l-ikbar diżrispett lejn l-Awtorità tal-Ambjent u r-Riżorsi da parti tal-amministrazzjoni pubblika tal-pajjiż, din id-dikjarazzjoni tal-Onorevoli Ministru hi ukoll indikazzjoni ċara ta’ nuqqas ta’ governanza tajba u twassal il-messaġġ ċar li l-proċess ta’ studju tal-impatti ambjentali hu meqjus bħala wieħed irrelevanti u li qed isir għalxejn għax id-deċiżjonijiet lesti irrispettivament minn dak li jista’ jirriżulta mill-istudji.

Fil-dawl ta’ dan għan-nom ta’ Alternattiva Demokratika jiena dal-għodu tlabt lill-Ombudsman biex jinvestiga u jieħu dawk il-passi li jidhirlu meħtieġa.

Ma nistgħux nibqgħu sejrin hekk. Kif nippretendu lin-nies jagħtu kaz u jsegwu il-liġi, jekk il-Ministru b’imġiebtu jiġi jaqa’ u jqum?

Il-mina bejn Malta u Għawdex: il-qerda finali t’Għawdex wara l-bieb

Nhar l-Erbgħa festa pubblika. Hi ukoll id-data tal-egħluq għall-konsultazzjoni pubblika li qed tagħmel l-Awtoritá tal-Ambjent u r-Riżorsi (ERA) fuq it-termini ta’ referenza għall-istudju dwar l-impatt ambjentali (EIA) tal-mina proposta bejn Malta u Għawdex.

Is-sit elettroniku tal-ERA jippreżenta żewġ dokumenti sabiex jassistu lil dawk li qed jipparteċipaw f’din il-konsultazzjoni pubblika. Dawn id-dokumenti jispjegaw il-proposta u jidentifikaw numru ta’ fatturi li jistgħu jkunu jeħtieġu investigazzjoni, u dan biex dawk li jieħdu d-deċiżjoni jkunu megħjuna jagħmlu l-“aħjar” għażla.

F’dawn id-dokumenti hemm numru ta’ nuqqasijiet li jistunaw u juru kemm Transport Malta tiġi taqa’ u tqum mill-wirt ambjentali tagħna.

Transport Malta tibbaża l-proposti tagħha fuq ir-rapport ta’ Mott MacDonald, datat Marzu 2012 u intitolat: Preliminary Analysis: Assessment of Road Tunnel Options between Malta and Gozo. Wara li kkunsidrat erba’ proposti differenti għall-mina kif imfisser fir-rapport ta’ Mott MacDonald, Transport Malta ddeċidiet li tagħżel il-proposta numru 4 b’emenda: hi proposta li tkun tikkonsisti f’mina waħda b’żewġ karreġjati u tibda mill-inħawi taħt Ta’ Kenuna fin-Nadur Għawdex u tispiċċa fl-Imbordin biswit il-Wied tal-Pwales f’San Pawl il-Baħar.

Fid-dokumenti jgħidulna li l-ewwel tliet proposti kienu skartati għax setgħu jikkawżaw ħsara ambjentali sostanzjali, f’qiegħ il-baħar jew lir-riżerva naturali tal-Għadira. Imma la Transport Malta u l-anqas l-ERA ma ħassew il-ħtieġa li jgħidulna fid-dokumenti li ippubblikaw li meta ntagħżlet il-proposta numru 4 u ġġebbdet sal-Imbordin biswit il-Wied tal-Pwales din ġiet viċin wisq tar-riżerva naturali l-oħra, tas-Simar, u tgħaddi dritt mill-Miżieb, mal-pjan tal-ilma.

Ir-riżerva naturali tas-Simar hi sit ikklassifikat bħala Natura 2000 tal-UE, u l-pjan tal-ilma tal-Miżieb hu l-unika wieħed sura li fadlilna. Allura hemm il-possibilitá kbira li din il-proposta għal mina tmur kontra żewġ direttivi importanti tal-Unjoni Ewropea: id-Direttiva Qafas dwar l-Ilma u d-Direttiva dwar il-Abitat.

Fl-2015 il-medja ta’ movimenti ta’ karozzi bejn Malta u Għawdex, kif jirriżulta mill-istatistika uffiċjali, hi ta’ madwar 3000 kuljum. Id-diversi studji u rapporti ppubblikati sal-lum jikkalkulaw li l-mina, meta tkun lesta, tista’ twassal sabiex in-numru ta’ karozzi li jaqsmu bejn iż-żewġ gżejjer jitla’ bejn 9000 u 10000 kuljum. Gordon Cordina minn Ecubed fir-rapport tiegħu kkummissjonat minn Transport Malta u l-Kamra tal-Kummerċ Għawdxija jindika li ser tintlaħaq iċ-ċifra ta’ 9000 karozza kuljum, fil-waqt li r-rapport Mott MacDonald jipponta lejn l-10,000 karozza kuljum.

Din iż-żieda konsiderevoli fil-moviment ta’ karozzi teħtieġ li tkun analizzata fil-kuntest tal-politika kurrenti dwar it-trasport. Il-master plan dwar it-trasport addottat mill-Gvern preżenti u ffinanzjat mill-Fond Ewropew għall-Iżvilupp Reġjonali hu ċar. Dan il-pjan jgħid li matul l-għaxar snin li fih ser ikun effettiv (2016-25), wieħed mill-oġġettivi ewlenin tal-politika tat-trasport f’Malta hi emfasi fuq l-użu ta’ mezzi alternattivi għall-karozzi privati u li fil-gżejjer Maltin jonqos l-użu tal-karozza privata.

Mela Transport Malta, għan-nom tal-Gvern Malti fl-2016, tistabilixxi politika dwar it-trasport biex tkun indirizzata l-konġestjoni tat-traffiku billi tinkoraġixxi bdil fl-imġieba favur mobilitá sostenibbli, u mbagħad toħroġ bi proposti bħal dawn tal-mina bejn Malta u Għawdex, li biex jagħmlu sens, jirrikjedu żieda enormi fit-traffiku.

Id-dokumenti fuq is-sit elettroniku tal-ERA għall-informazzjoni ta’ dawk li jridu jipparteċipaw f’din il-konsultazzjoni pubblika dwar il-mina bejn Malta u Għawdex jinjoraw kompletament il-politika dwar it-trasport.

Din hi s-sitwazzjoni li għandna illum. Drajna b’awtoritá tal-ippjanar sinkronizzata mal-lobby favur l-iżvilupp. Sfortunatament jidher li l-Awtoritá dwar l-Ambjent u r-Riżorsi miexja fuq l-istess passi. Il-jiem huma magħduda. Bla dubju dan ser iwassal għall-qerda ta’ Għawdex ukoll.

 

Ippubblikat fuq Illum : Il-Ħadd 12 t’Awwissu 2018

The Malta-Gozo tunnel: the final countdown to Gozo’s plunder starts now

Next Wednesday is a public holiday. It is also the closing date of the public consultation being carried out by the Environment and Resources Authority (ERA) on the terms of reference for the Environmental Impact Assessment (EIA) to be carried out on the proposed Malta-Gozo tunnel.

The ERA website presents two documents to assist those participating in the public consultation. These documents explain the proposal and highlight a number of issues that will require further investigation in order to assist the decision-takers in choosing for the “optimum” solution.

There is a number of glaring deficiencies in these documents which indicate the contempt that Transport Malta has for our environmental heritage.

Transport Malta bases its proposals on the Mott MacDonald Report of March 2012 entitled: Preliminary Analysis: Assessment of Road Tunnel Options between Malta and Gozo. After considering the four options for a tunnel as resulting from the Mott MacDonald report, Transport Malta opted for an amended version of option number 4 which is proposed as consisting of a single bore two lane tunnel between the area below Ta’ Kenuna in Nadur, Gozo and L-Imbordin along the Pwales Valley in St Paul’s Bay in Malta.

We are told in the published documentation that the first three options were discarded because they could be the cause of considerable environmental damage to the seabed, as well as to the Għadira Nature Reserve. However, neither Transport Malta nor the ERA considered it appropriate to mention that the selected option, an amended option 4, stretches the Malta portal of the proposed tunnel to the Pwales valley very close to the Simar Nature Reserve and right through the Miżieb perched aquifer.

The Simar Nature Reserve is an EU Natura 2000 site, while the Miżieb perched aquifer is the only part of our water table that is still in a relatively good state. Consequently, two important EU Directives will most probably be infringed: The Water Framework Directive and the Habitats Directive.

Based on NSO statistics, in 2015 average number of daily vehicular crossings between Malta and Gozo was around 3,000. The various studies and reports published to date indicate that it is estimated that a tunnel between the two islands would trigger an increase to between 9,000 and 10,000 vehicle crossings daily. Gordon Cordina of Ecubed in his report commissioned by Transport Malta and the Gozo Business Chamber indicates a 9,000-daily mark, while Mott MacDonald points towards the 10,000 mark.

This considerable increase in vehicular movements needs to be analysed in terms of current transport policy. The Transport Master Plan, adopted by the current government and funded by the European Regional Development Fund, is very clear. It lays down that during its 10-year lifespan (2016-25) it will be an operational objective of transport policy in Malta to aim to provide alternatives to the use of private vehicles and to reduce the role of the private car as a means of transport in the Maltese Islands.

So, Transport Malta, on behalf of the Maltese government, spells out transport policy in 2016 aimed at addressing traffic congestion in Malta by encouraging a modal shift towards sustainable mobility. Yet it then comes out with proposals such as the Malta-Gozo Tunnel, which can only be feasible if there is an astronomical increase in vehicular traffic on our roads.

The documents placed by the ERA on its website to feed the public consultation process on the proposed Malta-Gozo tunnel ignore transport policy altogether.

This is the current state of affairs. By now we are accustomed to having a Planning Authority acting in synch with the development lobby. Unfortunately, it seems that the Environment and Resources Authority is closely following in its footsteps. The final countdown is on. It will inevitably lead to the plunder of Gozo as well.

Published in The Malta Independent on Sunday : 12 August 2018

Making hay …….. in St George’s Bay

The 23-storey Pender Gardens high-rise is nearly completed, after nearly 10 years of continuous construction activity. The application for the 31-storey Mercury House was approved last month and next Thursday, the Planning Authority Board will consider planning application PA2478/16 submitted by Garnet Investments Limited in respect of a substantial stretch of land along St George’s Bay on the outskirts of Paceville St Julian’s.

The applicant has requested the following: “Demolition of all existing buildings forming part of St. George’s Bay Hotel and ancillary facilities, Dolphin House, Moynihan House and Cresta Quay. Construction of Parking facilities, Hotels and ancillary facilities, Commercial Area, Multi Ownership holiday accommodation, Bungalows, Language school with accommodation. Restoration of the Villa Rosa and upgrading of the facilities including parking facility, kitchen and toilets all below existing site levels within the Villa Rosa Area to address catering facilities/wedding hall.”

The project includes mixed-uses covering a total site area of 48,723 square metres, a building footprint of 18,345 square metres and a total gross floor area of 82,917 square meters.

It is a small part of the area that was tentatively tackled by a draft Masterplan for Paceville which, after being rejected by public opinion was sent back to the drawing board. I consider it highly unethical for the Planning Authority to proceed with considering this application after the clear and resounding verdict of public opinion. As a minimum, the consideration of this application should have been postponed until a new, reasonable and acceptable Masterplan has received the go-ahead. A minimum effort at achieving consensus as to what development is acceptable is essential.

The Planning Authority is unfortunately insensitive to public opinion. It is amply clear that it, and those who appoint most of its Board members, are on the same wavelength as the development lobby, which is hell-bent on making hay while the sun shines. At this point in time, it is the turn of the St George’s Bay area.

The project is obviously recommended for approval in the 43-page report from the Planning Directorate.

The basic point of contention with such large-scale projects is that they are considered in isolation. Most of them would never get off the drawing board (real or virtual) if the consolidated impact of all neighbouring projects (existing or in the pipeline) are taken into account. Earlier this week, I had the opportunity to address similar concerns to the EIA public consultation on the db Group ITS site project.

Five large-scale projects are earmarked for St George’s Bay. Each will generate considerable havoc from excavation throughout construction and right through operation in the whole St George’s Bay area. Cumulatively it will be hell. Who cares?

Way back in 2006, when the Strategic Environmental Assessment Directive of the EU was about to be implemented in Malta, the Lawrence Gonzi – George Pullicino tandem rushed through the approval of the Local Plans in such a manner as to ensure that the accumulated environmental impact resulting from their implementation was not scrutinised and acted upon. The present state of affairs is the direct result of that irresponsible Gonzi-Pullicino action 12 years ago.

The Environment and Resources Authority (ERA) occasionally tries to patch things up. For example, within the framework of the ITS EIA exercise ERA suggested that the traffic assessment of the ITS and the Villa Rosa projects be consolidated. This has, however, been avoided: a case of too little, too late.

So where do we go from here?

The development lobby is maximising its efforts to make hay while the sun shines. In reality, a consolidated mess is taking shape with massively built-up areas in a relatively restricted space punctured by high rises mimicking phallic symbols of all shapes and sizes spread all over the place. Pender Place has 23 floors. Mercury House will have 31. The ITS phallus will have a 37-floor residential tower. The Villa Rosa/Cresta Quay project will have more modest heights.

Next Thursday, the Planning Authority has the opportunity to scrutinise the proposal for this Villa Rosa-Cresta Quay project. We will see once more the extent to which the concrete lobby still holds the Authority by its balls – obviously where this is applicable.

 

published in The Malta Independent on Sunday – 18 February 2018