Kontradizzjonijiet

Jekk wieħed joqgħod biss fuq dak li jgħidu dawk li jitkellmu f’isem il-Gvern, malajr jasal għal konklużjoni żbaljata li qatt ma kellna Gvern favur l-ambjent daqs dan tal-lum. Sfortunatament l-affarijiet huma ferm differenti minn hekk!

Iktar kmieni din il-ġimgħa ġie fi tmiemu l-perjodu ta’ sitt ġimgħat konsultazzjoni dwar l-iskop tal-Istrateġija Nazzjonali tal-Biodiversità u l-Pjan t’Azzjoni dwarha li għandu jwassal sal-2030. Għal xi raġuni li s’issa għad mhiex magħrufa l-Awtorità dwar l-Ambjent u r-Riżorsi (ERA), għal dawn l-aħħar snin qed tikkonċentra l-konsultazzjonijiet importanti għax-xhur tas-sajf (b’mod partikolari tul Awwissu) meta hu magħrufa li n-nies tieħu l-vaganzi u allura tistrieħ!

L-Istrateġija Nazzjonali dwar il-Biodiversità u l-Pjan t’Azzjoni assoċjat magħha, bla dubju, meta jkun konkluż ser ifittex li jħares il-kapital naturali tal-pajjiż fit-totalità tiegħu.  

Imma iktar kmieni din il-ġimgħa, Clint Camilleri, l-Ministru għall-Kaċċa u l-Insib, ħabbar li l-Gvern, għal darb’oħra, ser jerġa’  jipprova jissabotaġġa l-implementazzjoni tal-Direttiva tal-Unjoni Ewropea dwar l-Għasafar billi jipprova jisfrutta xi partijiet minnha!   Il-konsulenti tal-Gvern qed jippruvaw jagħmlu użu minn dik il-parti tad-Direttiva tal-Għasafar li tipprovdi dwar l-istudji xjentifiċi: din tippermetti  l-qbid ta’ numru żgħir ta’ għasafar ħajjin. Dan kollu, fil-fehma tal-Gvern u l-konsulenti tiegħu, jista’ jiġġustifika xi forma ta’ nsib!

Jidher li għadhom ma fehmu xejn: id-Direttiva tal-Għasafar tal-Unjoni Ewropea hi għodda Ewropeja dwar il-ħarsien tal-biodiversità u mhux strument biex jiġġustifika l-kaċċa jew l-insib!

Il-Prim Ministru Robert Abela, il-ġimgħa li għaddiet, waqt li kien qed jindirizza l-Kamra tal-Kummerċ ħabbar viżjoni msejsa fuq ħames punti. Wieħed minn dawn il-punti, li fl-aħħar induna bih, hu l-ħtieġa li naddottaw bħala mira li nilħqu n-newtralità fl-emissjonijiet tal-karbonju. Mira tajba, kieku dak li qed jgħid hu veru!

Dan hu każ ieħor fejn għal darb’ oħra, l-Gvern, ambjentalment qed juri wiċċ b’ieħor, kif wara kollox issa ilna li drajna!  Il-Gvern ilu s-snin iberbaq il-miljuni tal-euro fi żvilupp ta’ infrastruttura ta’ toroq li mhiex meħtieġa: l-iskop uniku hu li jirrinforza d-dipendenza fuq il-karozzi privati għax minnhom jiddipendi ammonti kbar tad-dħul tal-Gvern: minn taxxi fuq petrol u diesel sa taxxi u liċenzji assoċjati mal-karozzi.

Il-Gvern ikkummissjona studji, strateġiji u Pjani Nazzjonali u meta waslu għandu qalibhom ta’ taħt fuq.  Id-dikjarazzjoni ta’ Robert Abela favur viżjoni bil-mira ta’ newtralità fl-emissjonijiet tal-karbonju hija f’kontradizzjoni mal-infieq massiċċ tal-Gvern fuq infrastruttura tat-toroq li mhix meħtieġa.  Il-Gvern ta’ Abela, bħal dawk ta’ qablu (ħomor u blu), jaħseb li l-problemi jistgħu jissolvew billi jkunu  bbumbardjati bil-miljuni tal-euro. Il-flus ċertament dejjem ikunu ta’ għajnuna, imma jeħtieġ li jintużaw tajjeb u mhux jitberbqu kif qed iseħħ presentement.

L-ispazju li għandi hu limitat u allura ma nistax nispjega mill-ġdid il-proposti kollha li Alternattiva Demokratika għamlet dwar dan kollu tul is-snin: proposti Ii jiswew farka mill-miljuni li l-Gvern qiegħed iberbaq.  

Ikun biżżejjed li niftakru li l-Pjan Nazzjonali dwar it-Trasport jispjega illi 50 fil-mija tal-vjaġġi li nagħmlu bil-karozzi privati fil-gżejjer Maltin għandhom tul li ma jaqbizx il-ħmistax-il minuta. Dan juri b’mod mill-iktar ċar  mobilità primarjament ta’ natura lokali u reġjonali!  Għal dan la hemm bżonn ta’ flyovers u l-anqas ta’ mini imma qafas biex fih jitħaddem transport lokali u reġjonali.  Huma inizjattivi ta’ din ix-xorta li jnaqqsu l-karozzi mit-toroq li jgħinuna fit-triq diffiċli lejn n-newtralità fl-emissjonijiet tal-karbonju!

Għaddew madwar tlett snin minn meta l-predeċessur ta’ Robert Abela ħa proposta mill-Manifest Elettorali ta’ Alternattiva Demokratika dwar il-ħtieġa li nistabilixxu data li minnha lil hemm ma jinbiegħux karozzi li jaħdmu bil-petrol u d-diesel u dan flimkien ma proposti oħra dwar l-elettrifikazzjoni tat-trasport fit-toroq tagħna. Imma l-istudji mwegħda ma jidhrux b’nemes!

Il-kontradizzjonijiet fil-politika ambjentali tal-Partit Laburista jimxu fuq l-eżempju tal-predeċessuri tagħhom fil-Gvern li waqt li kienu jokorbu biex nipproteġu l-ilma fasslu proġett biex l-ilma tax-xita jispiċċa kważi kollu l-baħar. Proġett li spiċċa biex mal-ilma tax-xita, rema’ l-baħar, miljuni ta’ euro f’fondi Ewropej!

Il-paroli tal-Labour u tal-PN dwar l-ambjent qatt ma solva xejn. Għax dejjem jgħidu ħaġa u jagħmlu oħra.

Ippubblikat fuq Illum: Il-Ħadd 23 t’Awwissu 2020

Contradictions

Taking government spokespersons at face value could lead to the mistaken conclusion that Labour in government is a defender of the environment. Nothing could be further from the truth!

Earlier this week saw the end of a six-week consultation period relative to the Intent and Objectives of a National Biodiversity Strategy and Action Plan leading to 2030. For some unknown reason the Environment and Resources Authority (ERA), for the past years has been concentrating its most important consultations during the summer months, in particular August, the least productive months as they coincide with the holiday period. The National Biodiversity Strategy and relative Action Plan will, when concluded, strive to actively protect our natural capital in its widest sense.

Yet earlier this week Clint Camilleri, Minister for Hunting and Trapping, announced another government attempt to try and sabotage the implementation of the EU Birds’ Directive through seeking potential additional loopholes.  Government advisors are trying to use the provisions of the Birds’ Directive relative to scientific studies, which permit the live capture of a small number of birds, to make a case for local trapping! They seem to not have yet understood that the EU Birds’ Directive is a biodiversity protection tool and not an instrument to justify hunting or trapping in whatever form or shape.

Prime Minister Robert Abela, when addressing the Chamber of Commerce last week, deemed it fit to announce a five-point vision. One of the points which he has at last adopted is the aim of attaining carbon neutrality. Very laudable indeed, if it were true!

This is another case of environmental lip service which we have become accustomed to for a number of years. Government has over the past years been squandering millions of euros in large scale transport infrastructural projects with the specific aim of reinforcing our dependence on the private car. Private cars are the source of large chunks of government income, ranging from taxes on fuel to car licences and registration taxes. Government has commissioned studies, strategies and National Plans which it then turns on their head. Robert Abela’s late conversion to a vision of a carbon neutral Malta is in direct contradiction to the spending spree on road transport infrastructure. His government, like that of his predecessors, red and blue, thinks that problems can be solved by being bombarded with euros, millions of them. Euros certainly help but they must be well spent, not squandered as they currently are.

I haven’t got space today to go through all the proposals which Greens have brought forward over the years, costing a fraction of the millions currently going down the drains. It would suffice to point out that the National Transport Master Plan had identified that 50 per cent of trips using private cars in the Maltese Islands are of a duration of less than fifteen minutes, clearly indicating primarily a mobility that it is local or regional in nature!  We don’t need flyovers, tunnels or underpasses to address this but an efficient local and regional transport network which we currently lack. It is such initiatives which encourage reduction of cars from our roads and help us climb the steep road to carbon neutrality!

It is now almost three years since Robert Abela’s predecessor took a leaf out of the Green Electoral manifesto on proposing a cut-off date on the sale of vehicles operating with internal combustion engines, and on other measures relating to the electrification of our roads. Yet the promised studies are nowhere in sight!

The constant contradictions in environmental positions taken by Labour follow the path entrenched by its predecessors, who, while emphasising the need to protect our water resources devised a project to throw away our storm water directly into the sea, using millions of euros of EU funds which ended up down the drain, with the water.

The environmental lip-service of Labour and the PN has never solved anything, nor will it ever do.

published on The Malta Independent on Sunday : 23 August 2020

Solidarity: practising what we preach

In the local political lexicon, at times, the significance of Malta’s EU membership is incorrectly equated to the financial input of the union in the financing of the development of the local infrastructure, both physical and social. The role of the cohesion funds and regional development funds, in their various forms, are, at times perceived as the be-all of Malta’s EU policy!

Solidarity is a founding principle embedded in the European Union Treaties: however, it is not sufficiently reflected in the behaviour of both EU states and EU citizens. Solidarity signifies the existence of a commitment for mutual support in time of need. As most are aware, solidarity is much more than a financial commitment of the stronger members of the union who are net contributors to the EU budget. Beyond financial assistance, unfortunately, solidarity has time and again proven easier said than done for the EU member states.

Solidarity is a two-way process: we speak of the solidarity which we expect of others without giving sufficient attention to the solidarity due from us, in particular to our neighbours. Solidarity due to us is a given, however a multitude of reservations seem to apply to the solidarity which we are expected to deliver to our neighbours in time of need.

The criminalisation of NGOs who save lives (thus filling the gaps created by EU state inaction and dereliction of duty) together with the closure of our ports for humanitarian missions is an affront to the basic principles of solidarity. We should not shift onto NGOs and onto the refugees the failure of the Libyan state to control those who are making a quick buck from the refugees’ plight.

The Covid-19 crisis has once more identified that within the European Union, in time of need, when it really matters, there exists a solidarity deficit. Ursula von der Leyen, President of the EU Commission, has earlier this week publicly apologised to the state of Italy for not helping out at the start of the coronavirus outbreak. Addressing the European Parliament, she stated that “too many were not there in time when Italy needed a helping hand at the very beginning”.

Saying sorry is however not enough. A genuine “sorry” needs to be matched by concrete action which changes behaviour, if it has to mean anything at all.

A time of crisis is a time for more Europe. It is a time where the relatively strong should seek the weak to help them out in overcoming the difficulties being faced. In a time of crises no one should beg for help. Solidarity should be forthcoming almost automatically and without any conditions attached.

As we are well aware, this is not news to us, as we have had to bear a lack of solidarity in respect of the impacts of immigration incident on our shores time and again. Together with other EU member states along the extensive borders of the Union, time and again Malta has been left on its own to face the music. There is as yet no general acceptance within the Union that this is an EU problem which requires an EU solution.

In Malta, at times, we fail to understand that the effectiveness of the EU in any specific area is dependent on the reactions from the individual member states.At times, there has been limited agreement on voluntary action to relocate refugees saved from drowning as well as those arriving in Malta on their own or else assisted by NGOs.

So far, the EU has generally been able to agree on one line of action in tackling the influx of refugees: throwing money at the problem. Development aid has also been used with limited success in aiding the rebuilding of those parts of Africa which have collapsed.

Solidarity should be a fundamental value in our operations as a state not just as an EU member state but more so as a state which claims adherence to basic Christian values. Our solidarity is a value which should stand on its own two feet without being conditioned by whether others act appropriately or not. Do unto others what you expect others do to you. Many a times have we heard this said. Isn’t it about time that we practice what we preach?

published in The Malta Independent on Sunday : 26th April 2020

Il-politka dwar it-trasport: aġenda moħbija?

Il-Gvern kontinwament jibgħat sinjali kontra xulxin fuq kulma għandu x’jaqsam mal-politika dwar it-trasport. Sinjali li jvarjaw skond min ikun qiegħed jisma’. Lura f’Settembru 2017 Joseph Muscat kien iddikjara li kienet il-politika tal-Gvern immexxi minnu li f’data fil-viċin kien ser jieħu passi biex fil-pajjiż ma jibqgħux jiġu impurtati karozzi li jaħdmu bil-petrol u d-diżil. Price Waterhouse Cooper jidher li ġew imqabbda biex iħejju rapport dettaljat dwar dan.

Minn dan is-sinjal ċar tistenna li toħroġ konklużjoni loġika. Għax jekk ser jibda l-proċess biex fit-toroq tagħna ma jkollniex iktar karozzi li jaħdmu bil-petrol u d-diżil, xi bżonn għandna tal-pompi tal-petrol u d-diżil iktar milli diġa għandna? Il-logika twasslek biex tikkonkludi li ta’ l-inqas ikollna waqfien immedjat u allura ma joħorġux permessi iktar għal pompi ġodda.

Minflok dan, iżda, ġara eżattament bil-maqlub. F’daqqa waħda kellna attività bla preċedent b’numru ta’ applikazzjonijiet għal pompi tal-petrol u d-diżil iktar minn qatt qabel. L-applikanti, bla ebda dubju huma konxji minn dak li qal il-Gvern dwar fejn irid jasal. Għalfejn jissograw investiment kapitali sostanzjali biex jiżviluppaw pompa li għaliha ma jkun hemm l-ebda użu hekk kif il-miri tal-Gvern jintlaħqu?

Il-Pjan Nazzjonali għat-Trasport 2025 kien imfassal għall-amministrazzjoni preżenti mill-konsorzju Italo-Spanjol Ineco-Systematica u ġie ffinanzjat mill-Fond Ewropew għall-Iżvilupp Regjonali. Dan il-pjan jenfasizza li l-politika dwar it-trasport f’Malta u l-ippjanar konness magħha ma tħarisx fit-tul. Biex ikun ċar daqs il-kristall il-pjan jgħid hekk: “In-nuqqas ta’ importanza li ngħata lill-ippjanar fit-tul ifisser li ma hemmx pjan integrat ibbażat fuq analiżi b’miri ċari. Dan wassal f’nuqqas ta’ direzzjoni strateġika kif ukoll fin-nuqqas ta’ kapaċità li jkunu indirizzati materji diffiċli bħal dik dwar il-kontroll tal-użu ta’ karozzi privati.”

Biex jassigura ruħu li dan il-messaġġ jasal, il-Pjan Nazzjonali dwar it-Trasport jemfasizza li “Hemm resistenza qawwija għall-bidla fis-soċjetà Maltija. Dan jikkuntrasta b’mod qawwi mal-ħtieġa li tinħass fil-komunità biex ikunu indirizzati l-problemi tat-traffiku, kemm dawk tal-lum kif ukoll dawk ta’ għada. Dan iwassal biex is-sewwieq Malti jippretendi li ħaddieħor jibdel l-attitudnijiet tiegħu ħalli hu jew hi tkun tista’ tibqa’ ssuq il-karozza.”

Il-Pjan Nazzjonali tat-Trasport imbagħad jidħol fid-dettall fuq il-miri operattivi dwar it-trasport fuq l-art, bl-ewwel mira tkun biex tkun ipprovduta alternattiva għall-karozzi privati ħalli b’hekk tkun inkoraġġita l-mobilità sostenibbli u allura tonqos id-domanda għall-karozzi privati fiz-zona madwar il-port li hi soġġett għal konġestjoni sostanzjali.

Għalfejn il-Pjan Nazzjonali jidentifika dan l-oġġettiv speċifiku? Dan qed isir biex ma jkun hemm l-ebda ambigwità. Il-Pjan Nazzjonali innifsu jispjega dan kollu b’mod mill-iktar ċar, iswed fuq l-abjad. “Dan l-oġġettiv ġie żviluppat minħabba li l-informazzjoni miġbura turi li madwar ħamsin fil-mija tal-vjaġġi jdumu inqas minn kwarta, li jindika li l-mobilità hi waħda lokali u fuq distanzi qosra. Dan joħloq il-possibilità li tiġi inkoraġġuta żieda fil-mixi u l-użu tar-rota.”

L-affarijiet ma jistgħux ikunu ċari iktar minn hekk. Id-distanzi qosra biex naslu pratikkament kullimkien hi element bażiku li fuqha u madwarha għandha tinbena l-politika tat-trasport f’Malta. Jekk dan ninjorawh nibqgħu nagħmlu l-ħsara lilna infusna.

Jekk verament irridu innaqqsu l-konġestjoni tat-traffiku fit-toroq tagħna, is-soluzzjoni hi waħda ċara: għandna nindirizzaw il-kawża ta’ dan kollu u nnaqqsu l-użu tal-karozzi privati għax għad-distanzi zgħar li għandna f’pajjiżna, fir-realtà, ftit li xejn għandna bżonnhom.

Imma flok ma jaħdem biex inaqqas il-karozzi mit-toroq, il-Gvern għaddej bi programm biex jinkoraġixxi l-oppost: twessiegħ ta’ toroq, flyovers u eżerċizzju sfrenat biex it-toroq tiżdiedilhom il-kapaċità li jifilħu iktar u iktar karozzi.

Għalfejn? X’inhi l-aġenda moħbija?

Ippubblikat fuq Illum : Il-Ħadd 31 ta’ Marzu 2019

Transport policy: a hidden agenda?

Mishandling all matters relating to transport policy, the government is continuously sending conflicting signals, depending on who is listening at a particular moment. Way back in September 2017, Joseph Muscat made a policy declaration that his government would soon be taking steps to stop cars with internal combustion engines from entering the Maltese market. Price Waterhouse Cooper have apparently been commissioned to draw up a detailed study on the matter.

Given this clear signal, one would expect the logical conclusion: if we are to start the road map to eliminate cars with internal combustion engines from our roads, what need is there for additional fuel service stations? Logically, one would at the very least expect an immediate moratorium on the construction of new fuel stations.

Instead, we have the exact opposite. All of a sudden, we have unprecedented activity and development applications for more fuel stations then ever before. The applicants are undoubtedly aware of government’s objectives. So why would they risk a substantial capital outlay to develop a fuel station for which there would be little use if government’s declared objectives come to fruition?

The National Transport Master Plan 2025, drawn up for the present administration by the Italo-Hispanic consortium Ineco-Systematica and funded by the European Regional Development Fund, points out that transport planning and policy in Malta has been generally more short-term in nature. To be as clear as possible, the Master Plan continues by stating that: “The lack of importance given to long-term planning means that a long-term integrated plan based on solid analysis with clear objectives and targets is lacking. This has resulted in the lack of strategic direction and the inherent inability to address difficult issues such as private vehicle restraint.”

To ensure that the message gets through, the Master Plan emphasises that “There is a strong reluctance for Maltese society to change but this is in contrast with the need for communal action to address the traffic problems existing now and in the future. This results in the Maltese traveller expecting that everyone else will change their travel habits so that they can continue to drive their car.”

The Master Plan then details its road transport operational objectives, the first one of which is to provide alternatives to private vehicles in order to “encourage sustainable travel patterns and reduce private vehicular demand in the congested harbour area”.

Why has the Master Plan identified this specific objective? There is no room for ambiguity, as the answer is provided in the Master Plan itself – in black on white: “This objective has been developed since the data shows that about 50% of trips are under 15 minutes illustrating that mobility is produced at a local level on very short paths. This therefore creates the opportunity to increase the modal share for walking and cycling.” It could not be more clear than this. Short distances to practically anywhere is the basic building block of our transport policy, which we ignore at our peril.

Do we want to reduce congestion on our roads? The solution we have been advised to opt for is to reduce vehicular traffic, as most of it is not really needed due to the short distances actually travelled.

Instead of reducing the number of cars on our roads, our government opts for the exact opposite: the widening of roads and the development of flyovers and underpasses to increase the capacity of our roads and, as a result, make way for more and more cars.

What is the hidden agenda?

published in The Malta Independent on Sunday : 31st March 2019

L-ilma tax-xita: l-inkompetenza tal-awtoritajiet

Il-Ministru tal-Finanzi Edward Scicluna, fl-aħħar diskors tal-Baġit qalilna : “Il-Gvern huwa wkoll kommess li jkompli jaħdem biex jitnaqqas ir-riskju tal-għargħar f’pajjiżna. Għaldaqstant, se jsiru studji dettaljati sabiex jiġu żviluppati aktar miżuri li jistgħu jnaqqsu dan ir-riskju filwaqt li jimmassimizzaw l-użu tal-ilma tax-xita.”

Edward Scicluna bla dubju jaf li bħala riżultat tat-tibdil fil-klima l-maltempati kif ukoll ix-xita qed ikunu ta’ natura iktar intensivi. Meta tinżel ix-xita, b’mod partikolari meta tkun qawwija, l-infrastruttura tagħna ma tistax tlaħħaq. Imma minbarra l-impatti kkawżati mill-klima għandna fuqna ukoll il-piz u r-riskji kkawżati minn regolaturi nkompetenti.

F’Malta għal dawn l-aħħar 138 sena, il-liġi pprovdiet biex ikun hemm l-obbligu li jkollna l-bjar għall-ilma tax-xita fid-djar. Il-qisien tal-bjar varja tul is-snin. Originalment il-qies kien dipendenti fuq il-qies total tas-sulari kollha mibnija. Illum il-ġurnata dan tnaqqas biex ikun relatat mal-qies tal-art mibnija.

Sfortunatament dawn ir-regoli ftit huma osservati. Din mhiex storja li bdiet illum, ilha għaddejja snin twal possibilment sa mis-snin 60, żmien meta l-industrija tal-bini kienet għaddejja b’rankatura kbira. Jiena niftakar, meta kont għadni student, ftit snin ilu mhux ħażin, kont rajt rapport li kien tħejja għall-Gvern Malti minn esperti mibgħuta mill-Ġnus Magħquda. Dakinnhar diġa kien ċar li waqt u wara maltempati qawwija l-ilma għaddej mis-sistema tad-drenaġġ kien jiżdied b’mod astronomiku u dan billi ħafna ilma tax-xita flok ma jinġabar fil-bjar kien qed jintrema fid-drenaġġ. Is-sitwazzjoni, minn dakinnhar, marret ħafna għall-agħar!

Flok mal-ilma tax-xita jinġabar fil-bjar, f’ħafna każi qed jintrema fit-toroq, inkella direttament fis-sistema tad-drenaġġ pubbliku. Ammont enormi ta’ ilma tax-xita li nistgħu nutilizzaw qed jintrema. Ħafna, jekk jużaw l-ilma tax-xita jistgħu jnaqqsu b’mod drastiku l-kontijiet tal-ilma!

Meta l-ilma tax-xita jintrema fid-drenaġġ, dan mhux biss ifur fit-toroq tagħna imma minħabba li jgħabbi l-impjant tal-purifikazzjoni tad-drenaġġ b’ammont zejjed ta’ ilma iżid b’mod konsiderevoli l-ispejjes għat tmexxija tal-impjant.

Il-parti l-kbira tal-ħtija għal dan trid tinġarr minn dawk li jiżviluppaw il-propjetá. Anke l-Gvern, direttament, kif ukoll permezz tal-aġenziji tiegħu, fil-passat riċenti kien responsabbli għall-iżvilupp ta’ housing estates li fihom ma tinġabarx qatra ilma tax-xita!
Hu fatt magħruf li fejn żvilupp residenzjali jkun fih garaxxijiet parzjalment jew kompletament taħt il-livell tat-triq ftit għandna bjar għall-ilma tax-xita. L-Awtoritá tal-Ippjanar hi responsabbli biex tassigura li l-kundizzjonijiet tal-permessi tal-iżvilupp ikunu osservati: dawn kważi dejjem jinkludu l-obbligu li jinbena bir biex fih jinġabar l-ilma tax-xita. Imma ħafna drabi, għall-Awtoritá tal-Ippjanar, qiesu ma ġara xejn jekk il-bir ippjanat jibqa’ fuq il-karta.

Min-naħa l-oħra, l-Korporazzjoni għas-Servizzi tal-Ilma (WSC) matul dawn l-aħħar snin assumiet ir-responsabbiltá għas-sistema kollha tad-drenaġġ, liema responsabbiltá qabel kienet f’idejn id-Dipartiment tad-Drenaġġ. Din ir-responsabbiltá tinkludi l-għoti tal-permess biex bini ġdid jiġi imqabbad mas-sistema tad-drenaġġ.

Il-Korporazzjoni għas-Servizzi tal-Ilma x’verifiki qed tagħmel li l-katusi tad-drenaġġ biss qed jitqabbdu mas-sistema pubblika tad-drenaġġ? Qed isiru verifiki li m’hemmx katusi tal-ilma tax-xita ukoll? It-tweġiba teħduha waħedkom fit-toroq tagħna f’ġurnata ta’ xita qliel. Ħadd mhu jagħmel verifika dwar dak li qed jiġri.

Dan kollu jwassal għall-konklużjoni li waqt li l-ħtija ewlenija għall-qagħda preżenti hi tal-industrija tal-bini, għax, iktar le milli iva ma tipprovdix bjar għall-ilma tax-xita fi żvilupp ġdid, il-ħtija mhiex tagħha biss. L-awtoritajiet u d-dipartimenti tal-Gvern għandhom ukoll iġorru s-sehem tagħhom tar-responsabbiltá minħabba li ma onorawx l-obbligi regolatorji tagħhom. L-Awtoritá tal-Ippjanar u l-Korporazzjoni għas-Servizzi tal-Ilma (u dawk li ġew qabilhom) setgħu waqqfu dan l-abbuz, imma ma għamlu xejn.

Meta jkollna xita qliel, jew xita għal ħin twil, diffiċli tgħaddi minn ċertu toroq f’Malta u Għawdex. Dan hu sors ta’ periklu u fil-fatt id-Dipartiment tal-Protezzjoni Ċivili ikun okkupat ħafna f’dawn iż-żminijiet jgħin lil min ikun f’diffikulta minħabba l-għargħar.
Fondi tal-Unjoni Ewropea ntużaw biex jiġu ffinanzjati mini taħt l-art biex l-ilma tax-xita fit-toroq jinġabar u jintrema l-baħar. Fondi pubbliċi intużaw biex jinħbew irregolaritajiet li sar mis-settur privat. Mhux biss, imma ntużaw ukoll biex riżors prezzjuż jintrema. Dawn il-fondi setgħu intużaw ferm aħjar kieku intużaw biex l-ilma inġabar u nħażen fl-ibliet u l-irħula tagħna, flok ma ntrema.

Il-parir tiegħi lil Edward Scicluna hu li, flok ma jinħlew iktar fondi pubbliċi, għandu jassigura ruħu li l-Awtoritá tal-Ippjanar u l-Korporazzjoni għas-Servizzi tal-Ilma jwettqu l-obbligi regolatorji tagħhom. Meta jagħmlu dan, parti mdaqqsa mill-problema tal-ilmijiet fit-toroq tagħna tisparixxi.

 

Ippubblikat fuq Illum: 4 ta’ Novembru 2018

Rainwater: the cost of incompetence

In his latest Budget speech, Finance Minister Edward Scicluna informed us that more studies will be carried out to identify flooding risks, simultaneously seeking to maximise the use of rainwater.

Edward Scicluna is aware that, as a result of climate change, storms are more intense than ever. When it rains, it pours, and our infrastructure is not capable of handling the resulting rainwater. To add to the impact of climate change, we also have to deal with the risks created as a direct result of incompetent regulators.

For the past 138 years,legislation in Malta has specifically provided for the construction of water cisterns in buildings, primarily residential ones. The dimensions of these water cisterns varied over time. Originally, they were related to the floor area of the residence but in the recent past, the required volume was reduced to be related to the footprint of the building.

These regulatory provisions are, however, more honoured in the breach, even when reduced. This is not a recent phenomenon. Regulatory control in Malta has been in steep decline since the building boom of the 1960s. I remember, while I was still a student – many moons ago- leafing through a UN expert-financed report penned in the late 1960s which, even then, had measured the significant increase in foul water in our sewers during intense rainfall, clearly indicating that too much rainwater was going to waste notwithstanding the collection obligations. The situation has not improved since!

Instead of being collected in rainwater cisterns, in an ever-increasing number of cases rainwater is discharged directly onto our roads or into the public sewers. Large volumes of rainwater, which can be utilised for various purposes, are being wasted. Its use domestically could substantially reduce water bills.

When rainwater is discharged into our public sewers, not only does the water overflow onto our streets, but it also increases the costs of sewage purification unnecessarily.
The major culprits are a substantial portion of the developers of blocks of flats and maisonettes. The government, both directly, as well as through its agencies, has also (in the recent past) been responsible for the development of housing estates without providing for the collection of rainwater.

In particular, it is common knowledge that in cases where basement or semi-basement garages are constructed, the duty to provide for the collection of rainwater is very rarely complied with. The Planning Authority (PA) is responsible for determining and ensuring the observance of the conditions of development permits which, in most cases, specify the required capacity of a rainwater cistern.

Over the years, the Water Services Corporation (WSC) has taken over responsibility for the management of the public sewers from the former Drainage Department. This responsibility includes authorising the owners of newly- constructed properties to connect the drains with the public sewer. Is the WSC verifying that it is only the drains that are connected and, in particular, that rainwater pipes are not connected to the public sewer too? The obvious answer is provided by our streets on a rainy day. Clearly, no one is bothering to check what is connected to the public sewer.

This leads to the conclusion that, while the culprit for the present state of affairs is the building industry because, more often than not, it does not provide for rainwater storage in new developments, it is not the only one to blame. The authorities and government departments must take a substantial share of the blame for not complying with their regulatory responsibilities. The PA and the WSC could have stopped the abuse, but they did not.

A number of areas are practically out of bounds whenever heavy or continuous rain hits the Maltese islands. This is a source of danger and, in fact, the Civil Protection Department is heavily involved in assisting residents or motorists who are trapped as a result of flooding.

Money made available by the EU has been used to fund a project for the construction of underground tunnels, as a result of which rainwater from our streets and roads is being collected and discharged into the sea. Public funds have been used to cover up private irregularities.

The EU funds utilised in the construction of these tunnels have been used to squander a very precious resource. European taxpayers’ money has also have been flushed down the drain. This could have been put to a much better use had it been applied to address the lack of adequate rainwater harvesting in our towns and villages.

My advice to Edward Scicluna is that before wasting any more public funds he should ensure that the Planning Authority and the Water Services Corporation carry out their regulatory responsibilities. When they do, a considerable part of the problem of the flooding of our streets will disappear.

published in The Malta Independent on Sunday: 4 November 2018

Il-politika dwar it-trasport: ħtieġa li nħarsu fit-tul

Biex nindirizzaw sewwa l-ħtiġijiet tal-pajjiż jeħtieġ li nħarsu fit-tul. Biex dan iseħħ hu meħtieġ ippjanar serju: li wara li jikkonsidra l-possibilitajiet kollha u janalizza l-impatti li jistgħu jirriżultaw iwassal għal deċiżjoni dwar l-aħjar soluzzjoni u mbagħad sussegwentement li din tkun imwettqa.

L-implimentazzjoni tal-politika dwar it-trasport, f’Malta, ma tħarisx fit-tul. Dan minkejja li għandna pjani ppreparati riċentement: il-Master Plan dwar it-Trasport li jwassal sal-2025 u l-Istrateġija Nazzjonali dwar it-Trasport li twassal sal-2050.

Imma sfortunatament hemm diskrepanza mhux żgħira bejn il-politika dwar it-trasport u l-implimentazzjoni tagħha. L-interventi fl-infrastruttura mwettqa jew li qed jitħejjew minn Trasport Malta u/jew Infrastruttura Malta ftit li xejn jaqblu mal-għanijiet dikjarati tal-Master Plan u l-Istrateġija dwar it-Trasport.

Ħa nkun ċar: mhux qed ngħid li m’għandu jsir xejn. Id-diżastru li qed niffaċċjaw fil-qasam tat-trasport jista’ jsir agħar milli hu illum jekk ma jsir xejn. Jeħtieġ bla dubju intervent mill-Gvern, imma dan jeħtieġ li jkun ippjanat u iffukat fuq il-problemi reali kif identifikati fil-pjani mfassla għall-Gvern Malti fl-2015 mill-konsulenti tiegħu tal-konsortju Italo-Spanjol Ineco-Systematica, imħallsa mill-fondi Ewropej dwar l-iżvilupp reġjonali.

L-għanijiet li jeħtieġ li jintlaħqu huma mfissra fid-daħla għall-Master Plan dwar it-Trasport li hi ffirmata mill-Ministru tat-Transport ta’ dak iż-żmien Joe Mizzi: “Malta, bħal bosta pajjiżi oħra qed tiffaċċja l-isfidi riżultat ta’ bdil fl-istil ta’ ħajja li ngħixu u li qed iwasslu f’domanda ikbar għall-mobilitá personali u dipendenza ikbar fuq karozzi privati. Iktar minn qatt qabel illum jeħtieġilna li nfittxu bilanċ bejn, fuq naħa waħda l-ħarsien tal-ambjent, il-protezzjoni ta’ saħħitna u li nilqgħu għall-impatti negattivi tat-tibdil fil-klima u fuq in-naħa l-oħra t-titjib fl-ekonomija tal-pajjiż. Dan iwassal għal insistenza għal transport pubbliku li jkun aħjar u ta’ min joqgħod fuqu, u għall-użu ta’ mezzi oħra (ta’ transport) kif ukoll integrazzjoni aħjar ta’ dawn il-mezzi.”

Dan hu messaġġ ċar li jemfasizza l-ħtieġa urġenti li nagħmlu użu ta’ mezzi alternattivi ta’ transport kif ukoll li nassiguraw illi nintegraw sewwa l-facilitajiet ta’ transport li għandna. Huwa propju dan li jagħmel il-Master Plan tat-Trasport.

Huwa tajjeb li ninnotaw illi l-Master Plan jemfasizza li nofs il-vjaġġi li jsiru b’karozzi privati fil-gzejjer Maltin jdumu inqas minn 15-il minuta. Dan jindika li din il-mobilitá hi waħda primarjament ta’ natura lokali fuq distanzi qosra. Dan, fil-fehma tal-Master Plan, jagħtina l-opportunitá li ninkoraġixxu iktar mixi u użu tar-rota. Imma, iżid jgħid il-Master Plan, hemm il-ħtieġa ta’ titjib fil-kwalitá tal-faċilitajiet fiċ-ċentri tal-ibliet u l-irħula tagħna, kemm għal min jimxi kif ukoll għal min jagħmel użu mir-rota.

Dan jurina b’mod ċar li jeżistu soluzzjonijiet li jindirizzaw il-mobilitá tagħna kemm fil-lokalitajiet infushom kif ukoll bejn l-lokalitá u oħra. Dawn is-soluzzjonijiet, li jħarsu fit-tul, għandhom il-possibilitá li jindirizzaw nofs il-vjaġġi li jsiru bil-karozzi privati, l-parti l-kbira minnhom fil-ħinijiet li jkun hemm ħafna traffiku fit-toroq tagħna. Dan mingħajr ma biss nikkunsidraw xi bypass jew proġett ta’ toroq massiċċ. Safejn naf jiena, s’issa, fit-tliet snin li suppost illi ilu fis-seħħ il-Master Plan tat-Trasport, ma ittieħdet l-ebda inizjattiva ta’ din ix-xorta. Dan hu qasam ta’ ħidma li fih is-sehem tal-kunsilli lokali huwa essenzjali għax ifisser li hemm il-ħtieġa li niddiżinjaw mill-ġdid it-toroq u l-ispazji pubbliċi kollha tagħna b’mod li nittrasformawhom biex ikunu għas-servizz tar-residenti u mhux iktar biex jiffaċilitaw l-użu tal-karozzi kif wara kollox huma illum.

Il-karozzi ħadulna t-toroq. Hemm bżonn li neħduhom lura.

Li ntejbu l-infrastruttura tat-toroq tagħna u dik li nsejħulha l-għamara tat-triq twassal biex jibda jkun implimentat il-Master Plan tat-Trasport għax jinkoraġixxi t-tnaqqis fl-użu tal-karozzi privati għad-distanzi qosra: u dan ftakru li jinvolvi nofs il-vjaġġi li jsiru bil-karozzi! Iktar emfasi fuq il-ħtieġa ta’ użu tat-transport pubbliku fuq livell ta’ lokalitá għandu jwassal ukoll għal żieda fl-użu bejn lokalitajiet fil-qrib. Jekk dan isir sewwa, bla dubju, tonqos id-dipendenza fuq il-karozza privata u iktar nies tifhem kemm ma hemmx ħtieġa tal-proġetti kbar ta’ toroq li hawn għaddejjin bħalissa li huma sempliċiment ħela ta’ flus li nistgħu nużaw ħafna aħjar.

Din hi stampa żgħira tal-ħarsa fit-tul li l-konsulenti Italo-Spanjoli tal-gvern fasslu fil- Master Plan tat-Trasport. Hi għodda tajba li tista’ tgħinna nnaqqsu d-dipendenza żejda tagħna fuq il-karozza privati, li wasslet għall-qagħda diżastruża fit-toroq tagħna illum. Għandna nimplimentaw dawn il-proposti malajr kemm jista’ jkun: illum qabel għada.

 

Ippubblikat fuq Illum : il-Ħadd 9 ta’ Settembru 2018

 

 

 

 

Transport policy: missing the long term view

To  adequately tackle a country’s needs, a long-term view is essential. This necessitates serious planning: that is to say considering all the possible options, analysing the resulting possible impacts, taking a decision on the optimum solution and then implementing that decision.

The implementation of transport policy in Malta is such that the long-term view is almost completely discarded. I say “almost” because it exists on paper in the form of a Transport Master Plan running untill 2025 and a National Transport Strategy running untill 2050.

Unfortunately, there is a mismatch between transport policy and action. The infrastructural interventions being planned or being carried out through Transport Malta and/or Infrastructure Malta do not match the declared objectives in the Transport Master Plan and Strategy.

Let me be clear: doing nothing is not an option. The current transport mess cannot be left unattended as it can only get worse. It requires government intervention, which must be planned and focused on addressing the real issues identified in the transport plans drawn for the Maltese government in 2015 by the Ineco-Systematica Consortium, the Italo-Spanish consultants paid for from EU regional development funds.

The objectives to be achieved are encapsulated in the forward to the Transport Master Plan signed by former Transport Minister Joe Mizzi: “Malta, like many other countries, faces the challenges of lifestyle changes that have resulted in increased demand for personal mobility and more dependence on private cars. Today, more than ever, we need to strike a fine balance between protecting our environment, preserving our health and mitigating the negative impacts of climate change, on the one hand, and improving economic performance on the other. This will call for better quality and more reliable public transport, a shift to alternative modes and better integration between these modes.”

It is a clear and unambiguous statement emphasising the urgent need for a modal shift to alternative transport means and ensuring appropriate integration between the transport facilities available. The Transport Master Plan does precisely this: it plans the way to achieve this modal shift in a 10-year timeframe.

It is pertinent to point out that the Transport Master Plan 2025 underlines the fact that 50 per cent of journeys by private vehicles in the Maltese islands are of under 15-minutes duration, indicating that substantial mobility produced at local levels on very short paths. This, opines the Master Plan, creates the opportunity to increase the modal share for walking and cycling, as the distances travelled are short. However, it adds: “there is the need to promote and strengthen the quality of the pedestrian and cycling facilities” within and around town centres.

This clearly indicates that long term solutions can be found in addressing the mobility preferences within localities themselves, as well as between neighbouring localities. This has the potential of tackling 50 per cent of vehicles movements, a substantial portion of them during peak-traffic time, without even considering any bypass or major road project. I am not aware of any such initiative so far, three years after the approval of the Transport Master Plan. It is an area of action in which the involvement of local councils is essential, as it will involve redesigning practically all of our roads and public spaces in each and every locality in order that they are transformed to be resident-friendly rather than vehicle-friendly, as they have been to date.

Cars have taken up our roads and we need to take them back.

Improving our locality infrastructure and street furniture so that our roads are resident-friendly should be the first step in implementing The Transport Master Plan and, remember, this involves 50 per cent of trips made by private vehicles. Adding emphasis to the need to make more use of public transport, even at a local level, should also increase its use between neighbouring localities. If done properly, this could further reduce the dependency on private vehicles and consequently put a substantial break on the perceived need of massive road infrastructural projects which are just monies down the drain which we could definitely put to better use.

This is just a snapshot of the long-term view that the government’s Italo-Spanish advisors provided in the Transport Master Plan 2025. It is a tool which can help wean us away from excessive dependency on private cars that has resulted in a transport policy failure over the years. It is about time that the provisions of this Master Plan are implemented, and the sooner, the better.

published in The Malta Independent on Sunday : 9th September 2018

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