Il-governanza tajba u l-ħarsien tal-ambjent

Fl-assenza ta’ governanza tajba ma nistgħux inħarsu l-ambjent sewwa. Il-governanza tajba hi essenzjali għall-ħarsien ambjentali.  Huwa għalhekk li iktar kmieni din il-ġimgħa ssottomettejt oġġezzjonijiet dettaljati bħala parti mill-proċess ta’ konsultazzjoni pubblika mniedi mill-ERA fil-kaz tal-istudji dwar l-impatt ambjentali (EIA) dwar l-inċineratur propost għall-Magħtab.  

Li jkunu regolati l-kunflitti ta’ interess li b’mod inevitabbli jitfaċċaw f’kull proċess regolatorju huwa element essenzjali mill-proċess ta’ governanza tajba.

Ir-regolamenti f’Malta dwar l-istudju tal-impatt ambjentali, imsejsa fuq is-sens komun u fuq id-direttivi tal-Unjoni Ewropea jfittxu li jassiguraw illi dawk involuti fil-proċess tal-EIA ikunu ħielsa minn kull xorta ta’ konflitt ta’ interess. Kunflitt ta’ interess hi sitwazzjoni li tinħoloq meta persuna b’interessi varji jispiċċa  jaqdi interess u fl-istess ħin jikkonfliġġi ma ieħor.

Ħmistax ilu fl-artiklu intitolat Il-fiduċja: għal ġol-inċineratur emfasizzajt li dawk li jaħdmu fuq EIA għandhom ikunu professjonali, indipendenti u imparzjali. B’referenza partikolari għall-applikazzjoni dwar l-inċineratur għidt li m’huwiex aċċettabbli li dawk inkarigati biex jagħmlu EIA ikunu fl-istess ħin li qed jagħtu parir lill-iżviluppatur parti ukoll mill-awtorità regolatorja. Dawk li jixtiequ jagħmlu karriera fil-qasam tat-tħejjija ta’ rapporti tekniċi għall-EIA huma liberi li jagħmlu dan imma mbagħad m’għandhomx jitħallew jikkontaminaw il-proċess tal-EIA.

F’artiklu f’ġurnal ieħor bl-Ingliż il-ġimgħa l-oħra l-Professur Alan Deidun, is-suġġett ta’ din il-kitba, kien kritiku ta’ dan kollu. M’għandi l-ebda diffikulta dwar dan għax jagħtini opportunità li nispjega iktar.   

Il-Professur Deidun li hu membru tal-Bord tal-ERA ġibed l-attenzjoni tagħna li kieku hu ma jinvolvix ruħu darba kull tant f’rapporti tekniċi għall-EIA, bħalma għamel fil-kaz tal-inċineratur, ikun hemm il-periklu li nispiċċaw b’numru ta’ konsulenti mhux Maltin li jieħdu f’idejhom partijiet sħaħ tal-proċess tat-tfassil tal-EIA. Fil-fehma tal-Professur Deidun dan jiġġustifika li waqt li hu regolatur, fl-istess ħin jagħti parir lill-iżviluppatur!

Jiena konxju li għandna numru żgħir ta’ konsulenti, uħud minnhom professuri fl-Università tagħna li fil-passat mhux imbiegħed ġiebu ruħhom bl-istess mod tal-Professur Deidun: membri fuq il-Bord tar-regulatur u jagħtu l-pariri lil dawk regolati, imbagħad meta l-kaz jiġi quddiemhom jastjenu!  

Waqt li dan kien ħażin, fil-kaz tal-Professur Deidun l-affarijiet huma agħar. Deidun ġie maħtur biex ikun membru tal-Bord tal-ERA biex hemmhekk huwa jirrappreżenta lill-għaqdiet ambjentali. Jekk jastjeni mill-jieħu sehem fi kwalunkwe kaz li jiġi quddiemu fil-Bord ikun qed joħnoq il-vuċi tal-għaqdiet ambjentali. Għaldaqstant, b’żieda mal-kunflitt ta’ interess ikun qed imur ukoll kontra l-iskop li għalih inħatar fuq il-Bord tal-ERA.  Minħabba l-kunflitt ta’ interess tiegħu il-Professur Deidun ser joħnoq il-vuċi tal-għaqdiet ambjentali fl-iktar mument kritiku: meta jeħtieġilhom isemmgħu leħinhom.  

Apparti lill-Professur Deidun l-EIA tal- inċineratur jippreżentalna persuna oħra: il-koordinatur tal-EIA, l-Inġinier  Mario Schembri.

Is-Sur Schembri ilu żmien attiv fil-qasam tal-immaniġjar tal-iskart fejn kien ta kontribut pożittiv sostanzjali. Kien strumentali biex twaqqfet il-GreenPak li taħdem bħala kooperattiva: iġġib flimkien diversi negozji li jpoġġu fuq is-suq Malti diversi prodotti. Il-GreenPak taħdem biex f’isem il-membri tal-kooperattiva tirkupra l-iskart tal-ippakkeġġjar (packaging waste). Kienet fuq quddiem nett biex tinkoraġixxi ir-riċiklar fil-gżejjer Maltin, kontinwament tħeġġeġ lill-Kunsilli Lokali u lill-pubbliku biex jirriċiklaw.  

Is-Sur Schembri ilu CEO tal-GreenPak sa mill-2005. Għandu għarfien u esperjenza sostanzjali fl-immaniġjar tal-iskart. Huwa operatur fl-immaniġjar tal-iskart u għaldaqstant fil-proċess tal-EIA tal-inċineratur ma jistax ikun la imparzjali u l-anqas indipendenti huwa u janalizza d-dokumenti u r-rapporti li għandu quddiemu.  Anke hu għaldaqstant għandu kunflitt ta’ interess li jkompli jikkontamina l-process tal-EIA.

Ma nistax nifhem kif l-ERA ħalliet dan kollu għaddej u ma ħaditx passi, għax dak li qed ngħid m’huwiex xi sigriet, iżda huma fatti magħrufa minn kulħadd.  

F’soċjeta demokratika li tfittex li tapplika l-prinċipji ta’ governanza tajba huwa normali li jkunu identifikati każi ta’ kunflitt ta’ interess li dwarhom jittieħdu passi. Imma fejn ma jitieħdux passi jinħolqu bosta problemi. Fil-qasam ambjentali meta ma jittieħdux passi, dan jimmina l-isforzi li jkunu saru favur il-ħarsien ambjentali.  

Għax fil-qasam ambjentali, is-saltna tad-dritt (rule of law) hi importanti ukoll!

Ippubblikat fuq Illum : il-Ħadd 25 t’Ottubru 2020

Good governance and environment protection

We cannot adequately protect the environment in the absence of good governance. Good governance is an essential prerequisite for environment protection.

This is why, earlier this week, I submitted detailed objections to the incinerator EIA process in the ERA-driven public consultation process. Adequate regulation of the conflict of interests which inevitably present themselves in any regulatory process is an essential element of good governance.

Based on both common sense as well as the relative EU Directive, Malta’s EIA Regulations seek to ensure that those involved in the EIA process should be free from conflict of interests.  A conflict of interest being a situation in which a person is involved in multiple interests and serving one interest could involve working against another.

As emphasised in my article a fortnight ago (Incinerating fairness, trust and common sense: 11 October) those carrying out an EIA must be “professional, independent and impartial”. It is not acceptable for those carrying out an EIA to be part of the regulatory process and simultaneously advise those regulated. Those who wish to embark on a career carrying out EIA technical reports are free to do so but they should not be permitted to contaminate the EIA process.

In an article entitled ‘C’ is for Cacopardo, not for collegiality…………. In last week’s edition, Professor Alan Deidun took me to task for my views. I have no difficulty with that, on the contrary it gives me the opportunity to explain further.  

Professor Deidun drew our attention that if he did not involve himself in the “occasional” consultancy there was a risk that we would end up with non-Maltese consultants taking over parts of the EIA process. In Professor Deidun’s lexicon this justifies acting in this manner.

I am aware that we had quite a handful of other consultants, some of them professors from our University, who in the recent past acted in the same manner as Professor Deidun: sitting on regulatory boards and then advising those regulated, subsequently abstaining from the board’s sitting when their report turns up for consideration.

That was bad enough.  In Professor Deidun’s case it is even worse. He is appointed to sit on the ERA Board in representation of environmental NGOs. If he abstains from giving his input in any instance on the ERA Board, the voice of the eNGOs, as a result, cannot be heard. In addition to having a conflict of interest between his role as a regulator and being the advisor of the regulated, Professor Deidun is thus ignoring completely the purpose of his appointment to the ERA Board. Professor Deidun’s conflict of interest will be silencing eNGOs at a crucial point: when it is essential that their voice is heard.

In addition to Professor Deidun the incinerator EIA presents us with another character: the EIA coordinator, Engineer Mario Schembri.

Mr Schembri has been active in waste management in Malta for a very long time. Among his positive contributions he was instrumental in setting up GreenPak which operates as a cooperative, bringing together the business interests which place various products on the Maltese market. GreenPak seeks to recover packaging waste on behalf of the members of the cooperative. It has been a positive contribution in encouraging recycling in Malta, continuously encouraging Local Councils and the public to do their bit.

Mr Schembri has been CEO of GreenPak since 2005. He is definitely knowledgeable and experienced in waste management. He is however a waste management operator and cannot as a result of this fact be an impartial or independent contributor to the EIA process. He too, thus, has a conflict of interest and thus contaminates the EIA process too.

I fail to understand how ERA has allowed the incinerator EIA process to proceed this far without acting to address these cases of conflict of interest as the above are well known facts to all.

In a democratic society seeking to apply good governance rules it is normal to identify and act on a conflict of interest. Failure to act, however, is problematic. In environmental matters such failure undermines the whole effort of environment protection.

The rule of law matters, in environmental issues too! 

published on The Malta Independent on Sunday: 25 October 2020

Tweġiba lill-Professur Alan Deidun

Alan Deidun għoġbu jwieġeb l-artikli tiegħi tal-Ħadd li għadda fuq l-Independent on Sunday u fuq l-Illum. Wieħed minnhom , dak fuq l-Independent on Sunday huwa riprodott fuq dan il-blog. L-artiklu tiegħu hu intitolat ‘C’ is for Cacopardo, not for collegiality ………

Fl-artikli tiegħi jiena ġbidt l-attenzjoni li l-Professur Alan Deidun għandu konflitt ta’ interess meta filwaqt li huwa membru tal-Bord tal-ERA, r-regolatur ambjentali, fl-istess ħin kien involut fit-tfassil ta’ wieħed mir-rapporti tekniċi li jiffurmaw l-EIA dwar il-propost inċineratur fil-Magħtab.

It-tweġiba tiegħu dehret illum fl-Independent on Sunday u ser inwieġbu fl-qosor illum.  Imma għandu jisma’ iktar dettalji dwar l-EIA tal-inċineratur matul il-ġimgħa u dan billi nhar l-Erbgħa li ġej 21 t’Ottubru jagħlaq il-perjodu ta’ konsultazzjoni pubblika dwar l-EIA fuq il-proposta ta’ żvilupp ta’ inċineratur. Sadakinnhar ser nippreżenta bil-miktub lill-ERA, bħala parti minn dan il-proċess ta’ konsultazzjoni pubblika numru ta’ osservazzjonijiet dwar l-istess EIA, inkluż dwar l-istess Professur Alan Deidun.

Ser nillimita ruħi għall-argumenti u għalissa ser ninjora l-insulti u l-paroli vojt tal-Professur.

Deidun mhux l-uniku wieħed li waqt li jifforma parti minn awtorità regolatorja jissottometti studji għall-konsiderazzjoni tal-awtorità li jifforma parti minnha. Qablu kellna oħrajn. Din hi prattika li mhix aċċettabbli u għandha bżonn tieqaf. Ilha tiġi ikkritikata u hemm bżonn tieqaf malajr kemm jista’ jkun.

Immaterjalment minn kemm jagħmel rapporti: jekk hux wieħed jew mija ma tagħmilx differenza. Deidun u oħrajn għandhom bżonn li jifhmu illi meta taċċetta ħatra fuq awtorità regolatorja din l-aċċettazzjoni inevitabilment teffettwa l-ħidma professjonali tiegħek. L-impatt, in parti jiddependi mill-integrità tiegħek.

Tajjeb li nżommu quddiem għajnejna li fil-każ ta’ Manoel Island riċentement, f’Ġunju 2020, ġie annullat permess ta’ żvilupp minħabba li wieħed minn dawk involuti fit-tfassil tal-EIA kellu konflitt ta’ interess.

Fit-tweġiba tiegħu Deidun ħass li kellu jagħmel referenza għal xogħol professjonali tiegħi ma diversi Kunsilli Lokali. Konvenjentement Deidun nesa’ li jiena ma niffurma parti minn l-ebda korp regolatorju u għaldaqstant il-ħidma professjonali tiegħi mhiex limitata bħal tiegħu.

Fl-aħħarnett Deidun jgħid li ma jmissnix ikkritikajtu għax hu ambjentalist bħali. Jibqa’ l-fatt li Deidun mexa fuq il-passi ta’ dawk li mxew ħażin. Mingħajr ma nnaqqaslu l-mertu dwar fejn ħadem tajjeb, daqstant ieħor jixraqlu l-kritika iebsa, limitata fuq dan il-kaz.

Sfortunatament l-attitudni tal-Professur Deidun, u ta’ oħrajn li aġixxew bħalu, tagħmel ħsara kbira lill-istituzzjonijiet regolatorji. Jekk iwarrab jew jitwarrab minn fuq il-Bord tal-ERA, aħjar għal kulħadd.

Incinerating trust, fairness and common sense

A public consultation is currently under way until the 21 October relative to an Environmental Impact Assessment (EIA) which examines Wasteserve’s proposal:  the development of a Waste to Energy Facility, to operate in conjunction with other management operations within the so-called Magħtab Environmental Complex.

It is a duty of Wasteserve defined in terms of the EU environmental acquis applicable within Maltese territory to examine the environmental impacts of its proposal within the framework of agreed terms of reference approved by the Environment and Resources Authority (ERA). The detailed reports together with the supporting technical information are then subject to public consultation.

The EIA in respect of the Magħtab incinerator is commissioned by Wasteserve, however it serves to inform the whole decision-taking process. Contrary to the disclaimer by the EIA’s coordinator in the first few pages, the reports forming the EIA are not “for the exclusive use of Wasteserve Malta Limited”. I fail to understand how ERA has accepted to include this disclaimer when it is clear, even from a cursory look at the Environment Impact Assessment Regulations that the EIA is an important document which informs the environmental and land use planning decision-taking process. It is in particular used to inform the public and on its basis a public hearing is organised to take feedback from all interested parties.

The EIA is certainly a public document in respect of which its coordinator has to shoulder responsibility as to its accuracy and reasonableness. Having a disclaimer as that indicated above is certainly not acceptable. ERA should pull up its socks and ensure the deletion of the said disclaimer forthwith.

A cursory look at the Magħtab incinerator EIA, including the technical studies attached reveals the names of a number of experts who have given their input in the formulation of the studies required which studies are then distilled in an appropriate assessment report.

One of these experts is a certain professor Alan Deidun who concurrently with participating in this specific EIA is also a member of the ERA Board, the environmental regulator. He sits on the ERA Board after being nominated by the environmental NGOs as established by legislation.

Professor Alan Deidun is conveniently with one foot on each side of the fence: forming part of the regulatory structure and simultaneously advising the developer, in this case Wasteserve Malta Limited, a government entity. In my book this is the type of conflict of interest which instils a deep sense of distrust of the regulatory authorities. Alan Deidun is running with the hares and hunting with the hounds.

Can we ever trust “regulators” who, whenever they feel like it, offer their services to those they “regulate”?

Interestingly, one of the documents available for public scrutiny contains a declaration by twenty-one expert contributors to the EIA, each of whom declares that s/he has no conflict of interest: the conflict however being narrowly defined in terms of an interest in the development itself.  The EIA Regulations do not limit “conflict of interest” to an interest in the development but speak of “no conflict of interests”. No wonder even Professor Alan  Deidun signed this declaration!

Regulation 17 of the EIA Regulations of 2017 lays down that those carrying out the EIA must be “professional, independent and impartial”. How can the regulator be “professional, independent and impartial” when he starts advising those s/he regulates?

It is about time that the environmental NGOs recall Professor Alan Deidun from his role as a member of the ERA Board representing them, as such behaviour is unacceptable in this day and age.

It may be pertinent to point out that very recently, a development permit, in respect of the development of Manoel Island, was withdrawn by the Environment and Planning Tribunal due to the fact that one of the contributors to the EIA had a conflict of interest.

It is about time that regulators understand that their acceptance to sit on decision-taking structures puts limits on their permissible professional activities. Until such time that this basic point is acted upon our authorities cannot be fully trusted. Their behaviour is incinerating trust, fairness and common sense.

published on The Malta Independent on Sunday : 11 October 2020

When caves collapse: people may be killed

On the 14 September the Planning Authority approved application PA3487/19 which proposed the   “stabilization of dangerous rock slope; repair to deteriorated concrete wall and construction of wave dissipation slope along the Qui Si Sana coastline”.

In simple language this involves a permit for remedial works after a cave along the Sliema Qui Si Sana coastline collapsed, thereby exposing the MIDI development works immediately behind the cave: the basement level of residential blocks T14 and T17.

We have been told that the cave collapsed as a result of erosion along the coastline. Some readers may tend to forget that way back in 2016, a Maltese geologist had sounded the alarm that a “high-rise had been constructed over a fractured and eroded sea cliff, which could collapse any time soon.” The collapse in fact occurred relatively quite soon, signifying that the geologist was pointing out the obvious which was being ignored or not given due consideration by the developer and his advisors.

The point to be made is why the Planning Authority permitted the development to take place so close to the coastline. As far as I am aware, the EIA relative to the Tigne Development by MIDI does not reveal any detailed studies on the condition of the coast as well as on the impacts of erosion on the Qui Si Sana coastline and its relevance to the development of the MIDI project. The issue is not just one of remedial works but on why the Planning Authority  ignored the state of the coast, as a result permitting development too close to the coastline for comfort. The collapse is adequate proof of all this. The Planning Authority has much to explain in this specific case. Its actions, or lack of them, should be investigated.

The issue is not one relative to the structural stability of the development but of the protection of the coastline.

Erosion as a result of natural elements occurs continuously. It is a natural ongoing phenomenon.

In this respect it may be pertinent to draw attention to a report, authored by a team of geologists, dated October 2007 and entitled : “Report on Coastal Sliema. Geology, geomorphology, sites of scientific interest and coastal protection considerations.” This report was commissioned by the Sliema Local Council.

The 50-page report, which makes interesting reading, emphasises that a number of sites along the Sliema coast “are undergoing rapid coastal erosion that will increase with climate change, resulting in instability or failure in coastal infrastructure.”

Of particular interest is that the report, authored in 2007, goes on to state that “The faulted coast along Għar id-Dud is retreating rapidly by dislodgement of boulders along joints and faults. Public structures that may be affected include Tower Road promenade. The Għar id-Dud cave may also partially or totally collapse, leading to the caving-in of the overlying pedestrian promenade. If collapse is sudden and during daytime/early night time, injury and loss of lives may result.”

I have personally drawn attention of the Transport Minister to the above some time ago, however to date I am not aware that any action has been taken.

The matter was already very worrying way back in 2007 and most probably it is even worse now, after thirteen years, given that no coastal protection works have been taken in hand in the area in the intervening period.

The Għar id-Dud cave is the result of natural erosion and collapse accelerated by wave action. This is a natural process that cannot be halted unless adequate coastal protection works are initiated. If nature is left on its own, the end result is quite predictable: a complete collapse of Għar id-Dud, a caving in of the overlying pedestrian promenade and a number of dead or injured pedestrians, depending on the time of day when a collapse possibly occurs.

Will Transport Malta and the other authorities wake up from their slumber and act immediately please?

published in The Malta Independent on Sunday: 27 September 2020

EIA dwar il-pipeline tal-gass: konsultazzjoni pubblika bdiet illum!

 

Illum il-Ħadd fetħet il-konsultazzjoni pubblika dwar il-pipeline tal-gass bejn Malta u Sqallija: bejn Delimara u Gela.

Din il-konsultazzjoni hi dwar l-istudju dwar l-impatt ambjentali. Hemm ċans xahar, jiġifieri sal-15 t’April 2020.

Fid-dawl tal-kriżi attwali kkawżata mill-pandemija tal-Coronavirus, wieħed bil-sors jiddubita x’rieda tajba hemm ta’ parti tal-Awtorità tal-Ambjent u r-Riżorsi li qed tikkoordina l-konsultazzjoni.

X’sens jagħmel li bħalissa jingħata bidu għal din il-konsultazzjoni pubblika?

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

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.