Malta u Għawdex: problema komuni tat-trasport

Id-dibattitu dwar il-mina bejn Malta u Għawdex għaddej.

Jekk tifli l-argumenti ta’ dawk li qed jesprimu ruħhom favur din il-mina taħt qiegħ il-baħar bejn Malta u Għawdex hemm raġuni waħda li tispikka: iridu jnaqqsu l-ħin li “jaħlu” jivvjaġġaw. Imma din il-problema, jiġifieri l-ħtieġa li nnaqqsu l-ħin li nivvjaġġaw hi problema tagħna lkoll, mhux tal-Għawdxin biss. Hi problema mifruxa prattikament ma Malta kollha. Imma ħadd mhu qiegħed jipproponi li nħaffru mina taħt il-Bajja ta’ Marsamxett biex innaqqsu l-ħin meta immorru minn Tas-Sliema għal Marsamxett. L-anqas mhi qed isir proposta ta’ mina taħt il-Port il-Kbir bejn il-Belt u Bormla avolja din kieku tnaqqas il-ħin biex nivvjaġġaw.

Is-soluzzjoni biex innaqqsu il-ħin tal-ivvjaġġar bejn Tas-Sliema u Marsamxett inkella biex naqsmu min-naħa għall-oħra tal-Port il-Kbir hi li nagħmlu użu aħjar tat-trasport bil-baħar u mhux mini taħt qiegħ il-baħar. Ir-riżultat hu aċċess f’iqsar ħin biex taqsam bejn naħa u oħra taż-żewġ portijiet. Bħala riżultat ta’ dan, kuljum ikun hemm inqas karozzi fit-toroq tagħna. Dan esperiment li diġa qed jaħdem b’ċerta success: min-naħa għall-oħra ma jċaqalqux karozzi imma biss lin-nies.

Il-mobilità bejn Malta u Għawdex tista’ tkun faċilitatà bl-użu ta’ fast ferry service bejn Għawdex, Tas-Sliema u l-Belt Valletta. Ikun mezz li jindirizza l-problema reali: il-mobilità tan-nies.

Sfortunatament dawk li qed jikkampanjaw favur il-mina, immexxija kif inhuma mill-Kamra tal-Kummerċ Għawdxija, iddeċidew li l-unika soluzzjoni biex tkun indirizzata in-nuqqas ta’ mobilità sostenibbli bejn Malta u Għawdex hi mina. Din hi fil-fatt l-agħar soluzzjoni għax tagħmel ħsara kbira u irriversibbli lill-Għawdex.

Il-problema f’dan kollu huma l-karozzi: jekk jirnexxielna inneħħuhom mill-konsiderazzjoni tagħna, naslu. Dan hu fil-fatt l-ikbar ostaklu biex naslu għal soluzzjoni sostenibbli għall-problemi ta’ mobilità li qed niffaċċjaw: mhux biss dawk ta’ Għawdex imma f’kull rokna tal-gżejjer Maltin.

Jiena emfasizzajt repetutament li is-soluzzjoni għall-probemi tagħna ta’mobilità qegħdin filli nirrispettaw u nimxu mal-Pjan Nazzjonali għat-Trasport 2025 li kien approvat għal Malta fl-2016. Is-silta segwenti li ħadt minn dan il-pjan tispjega b’mod ċar dak kollu li hemm ħażin fl-ippjanar tat-trasport f’Malta:

“Improve integrated and long-term strategic planning and design: This objective has been defined since historically, it can be seen from experience that the approach to transport planning and policy in Malta has generally been more short-term (4-5 years) in nature. 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.

There is a strong reluctance for Maltese society to change but this is in contrast with the need for communal actions 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.” (paġna 88 tal-Pjan Nazzjonali tat-Transport 2025)

Ħallejtha appost fl-oriġinal għax naħseb li tinftiehem mingħajr ħtieġa ta’ traduzzjoni. Fi ftit kliem din is-silta tgħidilna li ma nistgħux nibqgħu nippjanaw mil-lum għal għada. Hemm ħtieġa li nħarsu fit-tul. In-nuqqas li nagħmlu dan fisser li bqajna ma indirizzajniex id-dipendenza tagħna fuq il-karozzi. Għax is-soċjeta Maltija tibża’ mill-bidla: tippretendi li kulħadd jibdel id-drawwiet tiegħu biex hu (jew hi) jkun jista’ jibqa’ jsuq il-karozz!

Malta u Għawdex għandhom problema tat-transport komuni. Problema deskritta minn kelma waħda: karozza. Is-soluzzjoni għal din il-problema tirrikjedi alternattivi għall-karozza: il-mina mhiex waħda minn dawn is-soluzzjonijiet. Fil-mument li nkunu lesti li naqtgħu d-dipendenza tagħna fuq il-karozza il-problema tissolva b’faċilità.

Ippubblikat fuq Illum : Il-Ħadd 6 ta’ Jannar 2019

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Malta & Gozo share a transport problem

The Malta-Gozo tunnel debate is now in full swing.

Going through the arguments of those expressing themselves in favour of the proposed tunnel between Malta and Gozo, one specific reason sticks out: the need to reduce travelling time.

May I point out that this problem – the need to reduce travelling time – is not peculiar to Gozitan commuters: it applies all over the Maltese Islands. Yet no one is proposing the drilling of a tunnel below Marsamxett Bay to reduce travelling time between Valletta and Sliema. Nor is a tunnel between Valletta/Floriana and Bormla on the books, even though this would reduce the travelling time between Valletta/Floriana and the Cottonera area.

The solution adopted to reduce travelling time across Marsamxett Bay and the Grand Harbour has been to tap sea transport and not the drilling of tunnels below the seabed! The end result is a faster access between Valletta and Sliema on the one hand and between Valletta and Cottonera on the other hand: and a number of cars off our roads, every day.

Facilitating the mobility between Malta and Gozo can easily be carried out by means of a fast ferry service between Gozo, Sliema and Valletta. It would be a ferry facilitating the movement of people and, as a result it will be addressing the real issue: the mobility of individuals.

Unfortunately, the Gozo tunnel lobby, led by the Gozo Business Chamber, has decided that the only solution to the lack of sustainable mobility between Gozo and Malta is a tunnel. It is, in fact, the worst possible solution because, in the process, it will ruin Gozo in an irreversible manner.

The real issue to be addressed is to remove cars from the equation. This is, in fact, the real obstacle to achieving a sustainable solution to our mobility issues, not just in respect of Gozo but also with reference to Malta.

I have emphasised time and again that adherence to the National Transport Master Plan 2025 approved for Malta in 2015 is the solution to most of our sustainable mobility issues. This extract from the Master Plan clearly explains all that is wrong with transport planning in Malta:

“Improve integrated and long-term strategic planning and design: This objective has been defined since historically, it can be seen from experience that the approach to transport planning and policy in Malta has generally been more short-term (4-5 years) in nature. 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.

There is a strong reluctance for Maltese society to change but this is in contrast with the need for communal actions 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.” (page 88 of National Transport Master Plan 2025)

Malta and Gozo share the same transport problem. The problem is a three-letter word: car. The solution to our mobility problem requires alternatives to the use of the private car and the tunnel is not one of them. If we are ready to dump our dependency on cars, the rest is not difficult to achieve.

Published in The Malta Independent on Sunday: 6 January 2019

Ħames ħsibijiet

 

1. Ippjanar għall-użu tal-art

Tnax-il sena ilu meta l-pjani lokali kienu approvati mill-Ministru responsabbli mill-Ippjanar tal-Użu tal-Art, il-Parlament għadda biex ta l-approvazzjoni tiegħu biex meded kbar ta’ art fil-periferiji taz-zoni urbani tagħna jingħataw għall-bini. 12-il sena wara li l-Parlament approva l-ezerċiżżju ta’ razzjonalizzazzjoni xi residenti għadhom ma ndunawx kif għaddewhom biż-żmien. Xi drabi uħud mill-Membri Parlamentari li dakinnhar ivvutaw favur li art fl-ODZ issir tajba għall-bini, illum għandhom l-ardir li jkunu fuq quddiem jippuppaw sidirhom “f’appoġġ” għar-residenti li f’daqqa waħda jindunaw li d-dar tal-ġirien ser taqa’ u flokha tielgħa blokka appartamenti. Issa daqshekk xemx fuq il-pannelli li għadhom kemm ħallsu u stallaw ftit ilu!

Kważi kuljum nirċievi emails mingħand residenti li jkunu jixtiequ joġġezzjionaw għal żvilupp propost f’diversi lokalitajiet. Jiċċassaw meta ninfurmaw li ż-żmien għall-oġġezzjonijiet għalaq madwar 12-il sena ilu. L-parti l-kbira tar-residenti ma jiftakrux l-ismijiet tal-membri parlamentari li għaddewhom biż-żmien.

F’dawn l-aħħar ġimgħat kelli każijiet fil-Mellieħa, il-Mosta, Marsaxlokk, Wied il-Għajn u H’Attard. U għad hemm ħafna iktar.

2. Il-bdil fil-klima u l-karozzi tal-elettriku

Studju ippubblikat nhar il-Ġimgħa fil-Journal Nature Communications jiġbed l-attenzjoni li jekk wieħed iqabbel l-emmissjonijiet attwali ta’ diversi pajjiżi ma’ dak li wegħdu f’Pariġi sentejn ilu fil-laqgħa dwar it-tibdil fil-klima, għadna ħafna lura biex jintlaħqu l-miri stabiliti.

Il-wegħdiet faċli biex isiru imma sfortunatament mhux faċli biex jinżammu.

It-trasport hu illum il-kontribut ewlieni ta’ Malta għat-tibdil fil-klima. Madwar sena ilu l-Prim Ministru Muscat kien qal li mhux ‘il-bogħod li jieqfu l-karozzi li jaħdmu bil-petrol u d-disil mit-toroq tagħna biex flokhom nibdew nużaw karozzi li jaħdmu bl-elettriku. Għadna nistennew lill-Gvern iħabbar il-pjan tiegħu.

3. 17 Black

L-aħbar mil-Latvja dwar l-ismijiet assoċjati mal-kumpanija 17 Black u ċ-ċaqlieq ta’ flus maħmuġin madwar id-dinja ikomplu jagħtu l-kulur lill-istorja li ma tispiċċa qatt dwar il-ħasil tal-flus. Tajjeb li niftakru f’dik iż-żjara uffiċjali f’Baku f’Diċembru 2014 meta l-ebda uffiċjal taċ-ċivil jew ġurnalista ma kien preżenti. Dakinnhar staqsejna għalfejn? Possibilment it-tweġiba illum qegħda tiċċassa lejna.

4. L-istrateġija ta’ Bedingfield

Nhar il-ġimgħa kienet l-aħħar ġurnata għall-konsultazzjoni pubblika dwar il-Kottonera li jidher li qegħda f’idejn Glenn Bedingfield. Qed jipproponu t-twaqqif ta’ fondazzjoni biex timplimenta l-istrateġija. Donnu li Glenn ftit jimpurtah mill-kunsilli lokali jew mill-kunsill tar-reġjun li s-sens komun jgħidlek li għandhom ikunu huma nkarigati bl-implementazzjoni. Forsi Glenn għadu ma ndunax li hemm “konsultazzjoni pubblika” oħra għaddejja, din id-darba dwar il-gvern lokali u għadha għaddejja sa l-aħħar ta’ Novembru. X’għala biebu!

5. L-appell dwar id-dB

L-appell kontra l-permess ta’ żvilupp li nħareġ lid-dB għat-tħarbit tas-sit tal-ITS f’ Pembroke jibda nhar it-Tlieta. It-Tribunal ta’ Reviżjoni għall-Ambjent u l-Ippjanar (il-Bord tal-appell) irid jibda biex jiddeċiedu dwar it-talba li għandu quddiemu minn dawk li qed jopponu l-permess biex ix-xogħol li diġa beda jieqaf immedjatament u jibqa’ hekk wieqaf sa meta jinqata’ l-appell. Wara it-Tribunal jibda jikkonsidra sottomissjonijiet fuq kull waħda mit-18-il raġuni li hemm biex il-permess jitħassar: ibda mill-kunflitt ta’ interess tal-aġent tal-propjetà membru tal-bord li japprova l-permessi tal-bini kif ukoll bir-regoli kollha li nkisru meta kien approvat dan il-permess ta’ żvilupp.

Ippubblikat fuq Illum: Il-Ħadd 18 ta’ Novembru 2018

 

Five random thoughts

1. Land Use Planning

Twelve years ago, when the local plans were approved by the then Minister responsible for land use planning, Parliament proceeded to approve the inclusion of substantial stretches of land on the periphery of most of our urban areas within the limits of permissible development. Twelve years after the approval of the rationalisation exercise by Parliament, some residents are still not aware of the manner in which they have been compromised. At times they are taken advantage of by Members of Parliament who had supported the extension of the development boundaries but now feel duty bound to “support” residents who suddenly realise that their neighbour’s house is being pulled down and in its stead a block of flats will arise, blocking out the sun off their PVCs which they have just paid for!

I receive emails almost daily from residents wishing to object to proposals for development in various localities. They are speechless when I inform them that the time for objections elapsed some 12 years ago! Most residents do not remember the names of the Members of Parliament who shafted them in 2006.

I have in the past weeks dealt with cases in Mellieħa, Mosta, Marsaxlokk, Marsaskala and Attard and many more are pending.

2. Climate Change and electrification

A study published last Friday in the Journal Nature Communications points out that if one compares q country’s actual emissions with the pledges made at the Paris Climate Change meeting two years ago, we are still very far from achieving the objectives set.
Unfortunately, pledges are easy to make and difficult to keep.

Transport is currently Malta’s major contribution to climate change. Over one year ago, Premier Muscat had stated that petrol and diesel-powered cars should be driven off our roads and substituted by electric cars. We are still waiting for government to announce its detailed plans.

3. 17 Black

The revelation from Latvia of the names associated with 17 Black and the movement of dirty money around the globe adds more spice to the never-ending saga of money laundering. It may be pertinent to point out to that official visit at Baku in December 2014 at which no civil servant or journalist was present. Then we asked why. Possibly now we have the answer.

4. Bedingfield and his strategy

Last Friday was the closing date on the ongoing public consultation on Cottonera piloted by Glenn Bedingfield. It is being proposed to set up a foundation to eventually implement this strategy. Apparently Glenn has no qualms in shafting the local councils and the regional council in the area which logically should be the ones entrusted with implementation. Maybe Glenn has not yet realised that another “public consultation” on local government is currently in hand up till 30 November. Who cares?

5. The dB appeal

The appeal against the development permit issued for the dB mega-mess at Pembroke will commence next Tuesday. High on the list on considerations to be addressed by the Environment and Planning Review Tribunal (the appeals board) will be the request by those opposing this development to stop works immediately, pending the outcome of the appeal. Then the Tribunal will commence considering submissions on the eighteen reasons which justify the invalidation of the development permit – ranging from the obvious conflict of interest of the estate agent dishing out development permits to a blatant disregard of planning policy.

published in The Malta Independent on Sunday – 18 November 2018

Cry of the Earth, Cry of the Poor

 laudato_si_    Cry of the Earth

 

This is the title of Leonardo Boff’s seminal work on the inextricable link between social justice and environmental degradation, originally published in 1995.  Earlier, during the 1972 UN Human Environment Conference in Stockholm, it was also the rallying cry of India’s Prime Minister  Indira Gandhi who, on behalf of the developing world, forcefully insisted that poverty was inextricably linked with environmental degradation.  In Stockholm Mrs Gandhi had emphasised that “the environment cannot be improved in conditions of poverty  –  how can we speak to those who live in villages and slums about keeping the oceans, the rivers and the air clean, when their own lives are contaminated at the source?”

This is also the underlying theme of the encyclical Laudato Sì published by Pope Francis last June. It is not just a seasonal Latin American flavour at Vatican City.  The earth’s tears are continuously manifested in different ways depending on the manner in which she is maltreated .

Environmental degradation has a considerable impact on the quality of life of  us all except, that is, for the quality of life of  the select few who pocket the profits by appropriating for themselves advantages (economic or otherwise) and lumping the negative impacts on the rest.

Environmental degradation is an instrument of social injustice. Consequently, enhancing the protection of the environment is also essential to restore social justice.

The water table is subject to continuous daylight robbery: over the years it has been depleted by both authorised and unauthorised water extraction.  What is left is contaminated as a result of the impact of fertilisers as well as surface water runoff from the animal husbandry industry. Theft and acute mismanagement  are the tools used in the creation of this injustice.

The Malta Freeport has been quite successful over the years in contributing to economic growth and job creation. The price for this has, however, been paid by Birżebbuġa residents – primarily through being subjected to continuous noise pollution on a 24/7 basis. Various residential units in the area closest to the Freeport Terminal are vacant and have been so for a considerable time. A noise report commissioned as a result of the conditions of the Terminal’s environmental permit will be concluded shortly. Hopefully, the implementation of its conclusions will start the reversal of the Freeport’s negative impacts on its neighbours.

The Freeport, together with various fuel storage outlets, the Delimara Power Station (including the floating gas storage facility which will soon be a permanent feature) as well as fish-farms have together definitely converted Marsaxlokk Bay into an industrial port. As a result of various incidents during 2015, spills in Marsaxlokk Bay signify that Pretty Bay risks losing its title permanently.   Fortunately, Birżebbuġa residents have been spared additional impact originating from minor ship and oil-rig repairs after they reacted vociferously to a decision by the MEPA Board to permit such work at the Freeport Terminal.

Public Transport has made minor improvements but nowhere near what is required. It is essential that Malta’s congested roads are mopped up of the excessive number of cars. Improving the road infrastructure will just make it easier for more cars to roam about in our roads, thereby increasing the scale of the problem.  The major consequences are a reduced ease of access and the deterioration air quality.

We will soon be in a position to assess the impact of two other major projects: a business hub at the Malta International Airport as well as a car-racing track with various ancillary facilities. The former will take up land at the airport carpark but will have considerable impact on the surrounding villages. The car-racing track may take up as much as 110 hectares of land outside the development zone and have a considerable impact on both nature and local residents in the areas close to where it will be developed.

The list of environmental impacts that we have to endure is endless.

I could also have included the impact of the Malta Drydocks and the consequent squeezing out of residents from the Three Cities as a result of its operations, primarily as a result of sandblasting, in the 1970s and 1980s. I could also have added the impact of the waste recycling plant at Marsaskala and the refusal of the authorities to finance studies on the impact of its operations on the health of residents, or else the impact of the operation of petrol stations close to and within various residential areas.

The size of the Maltese islands is limited. A number of the abovementioned  activities/developments  are essential, but others are not. However, it stands to reason that we should not bear the brunt of non-essential activities or developments. This should lead us to plan more carefully so that  the impacts of the activities that are essential are adequately addressed.

As evidenced by the above list, unfortunately over the years those taking decisions betrayed their responsibilities towards the common good, seeking, instead the interests of the select few thereby compounding social injustices.

This is Malta’s contribution to the accumulated tears of Mother Earth.

 

published in The Malta Independent on Sunday : 10 January 2016

Symbolic gestures do not compensate for planning failures

MFT.4 new cranes

Last Thursday, the MEPA Board finally decided to approve the Freeport Terminal’s application to install four cranes with 140-metre high jibs at the terminal. This decision was taken after the Board, in an anticipated about-turn, accepted a second declaration from Transport Malta as a recommendation for approval of the proposal.

In August, Transport Malta had pointed out that the installation of these new cranes was “not desirable” as, due to their height, they would “penetrate one of the established aeronautical protection surfaces by circa 18m”. However notwithstanding the conclusion that, for this reason, the Freeport’s proposal was not considered as undesirable, “given the importance of this facility to the economy”  Transport Malta gave its go-ahead to the Freeport’s proposal subject to a number of mitigation measures.

The Freeport facilities are too close to the residential area of Birżebbuġa and, over the years, MEPA has not given sufficient consideration to the impact that this facility has had – and is still having – on the quality of life of the residential community.

At no point during its consideration of the various planning applications submitted over the years has MEPA considered it necessary to consider the social impact of this economic activity. In fact, primarily as a result of the Freeport’s operations, most of the sport facilities in the area, introduced by the British services over the years, have disappeared. It is only recently that the extensive damage to the waterpolo pitch was made good,  through the reconstruction of a new waterpolo pitch. The activities of the Sailing Club, which  borders the terminal, have also been badly affected as a result of the increase in the number of ships making use of the terminal. The Birżebbuġa Sailing Club, ironically sponsored by the Freeport itself, is the only one of its kind in Malta’s political south.

Last Thursday, MEPA, despite opposition from the Freeport Terminal management, decided on compensating the Birżebbuġa community through the creation of an ad hoc fund to the amount of €955,000 to fund environmental improvement projects in the Birżebbuġa area. It is the second time in six years that MEPA has considered it necessary to take such a symbolic decision. The first time was in 2009, when a fund of €741,820 was created for the same purpose. That decision was, however, quashed by the Lawrence Gonzi-led Cabinet as a result of the planning appeal process, even though the Environment and Planning Review Tribunal  in an 11-page recommendation, explained why the original decision was to be confirmed.

The decision to create this latest ad hoc fund is symbolic in that it recognises the Freeport’s negative impact on the local community. It will not, however, have any substantial effect. It is just a symbolic recognition of the fact that the contribution of the Freeport Terminal to Malta’s economic growth is being achieved at the expense of the quality of life of Birżebbuġa residents.

It  is known that a number of residential properties in the area closest to the terminal have been vacant for a considerable time, as the noise generated through its operation is at times unbearable, irrespective of the time of day.

This is certainly a major failure of land-use planning in Malta, a failure that will be compounded in the coming months when other major planning decisions –  such as the gas storage facilities for the Delimara Power Station just across the bay from the Freeport Terminal – come into operation.

The transformation of Marsaxlokk Bay into an industrial port is now practically complete and, gradually, a substantial number of residents will be squeezed out.  It is the same process as that experienced by the Three Cities at Cottonera as a result of the activities of Malta Drydocks. The results can be seen by all.  Soon, the shedding of crocodile tears will commence and then the rehabilitation of Marsaxlokk Bay may possibly be planned.

originally published in The Malta Independent on Sunday – 13 December 2015

Il-Majestà Tiegħu ddejjaq bl-ispanjulett milqut

spanjulett St Edwards

 

Il-Majestà Tiegħu, l-Prim Ministru, iddejjaq li l-ispanjulett milqut waqa’ fl-iskola St Edward’s College fil-Birgu. Dehrlu li dan kien iżżejjed u li kien meħtieġ messaġġ ċar. Minn fejn kien qiegħed ibati fl-Azerbajġan ħabbar fuq Twitter li kien ta’ l-ordni biex l-istaġun jieqaf, minnufih.

Żmien ir-rejjiet u l-irġejjen ilu li spiċċa, imma min jiddeletta bid-deċiżjonijiet arbitrarji, dan, donnu li għadu ma irrealizzahx. Il-Majestà Tiegħu imma hu tal-fehma li x-xewqa tiegħu hi l-liġi. Għalhekk kien ħabbar għal darba tnejn li ser jivvota IVA biex il-qaddejja fidili jagħmlu bħalu.

Għax għamlu bħalu uħud jidhrilhom li ankè huma akkwistaw is-setgħa li jagħmlu li jridu. Għax ankè huma jidhrilhom li għandhom ikunu l-fuq mill-liġi.

Dak li tiżra’ taħsad, Ġuż  …………..

 

L-aħħar ċans? Għandek ċans!

time is running out

Mela l-Kaċċaturi San Umbertu qalu li l-każ tal-ispanjulett li ntlaqat minn żewġ tiri u li waqa’ fil-ground tal-Kulleġġ St Edward’s kien tort ta’żewġt itfal li kellhom senter misruq.

Issa sirna nafu li ser jittella’  l-Qorti persuna ta’ 25 sena li għandu liċenzja tal-kaċċa. Fil-fatt ittella’ żgħażugħ ta’ 21 sena skond kif tirrapporta it-Times online.

Ovvjament il-Kaċċaturi San Umbertu kienu qed jippruvaw jgħattu x-xemx bl-għarbiel. Għax jidher li ma kienu jafu xejn, imma fl-istess ħin riedu jgħidu li min spara ma kienx kaċċatur.

Issa ilna għaddejjin kważi ġimgħatejn b’numru ta’ każi ta’ illegalitajiet li nqabdu u oħrajn li ma nqabdux.

Fosthom insibu s-segwenti :

15 t’April:   Daqquqa maqtula fil-Manikata; kaċċatur min-Naxxar immultat €2,500. qal li ħasibha gamiema;

16 t’April:  Venewwa milqut f’Ħal-Far; kaċċatur jeħel tlett xhur ħabs;

22 t’April:  Daqquqa milquta misjuba fil-Miżieb;

24 t’April:  Żagħżugħ  milqut miċ-ċomb sparat minn kaċċatur f’Pembroke; il-kaċċatur jagħtieh daqqa ta’ ħatra; il-kaċċatur jittella l-Qorti;

25 t’April: il-CABS xhieda ta’ sparar fuq spanjulett ħdejn l-ajruport;

25 t’ April: il-CABS xhieda (b’filmat) ta’ kaċċatur jispara wara l-curfew;

25 t’April:  il-CABS isibu daqquqa feruta oħra moħbija fil-Miżieb;

26 t’April:  gawwi isfar b’feriti biċ-ċomb misjub f’Pembroke;

27 t’April: Spanjulett ferut jaqa’ fil-ground tal-Kulleġġ St Edwards School, il-Birgu;

B’żieda ma dan kien hemm total ta’ 63 każ ta’ użu ta’ tapes b’tisfir irrekordajat tal-għasafar (illegal bird callers) li ġew identifikati mill-CABS.

Dan kellu jkun l-aħħar cans.

Joseph irid idaħħaq

Shot bird. St Edwards 270415

 

Wara l-każ tal-ispanjulett milqut darbtejn li waqa’ fil-ground tal-iskola St Edward’s College fil-Birgu Joseph Muscat għalaq l-istaġun tal-kaċċa fir-rebbiegħa għal din is-sena tlett ijiem qabel ma kien fil-fatt jagħlaq.

Kien ikun aħjar kieku Muscat spjega kif inhu possibli li jkun hemm min jispara lejn l-għasafar (protetti u mhux) fl-abitat u ħdejn skola.

X’kienu qed jagħmlu l-Pulizija biex f’dawn il-ġranet ma qabdu lil ħadd?

Possibli li ma qabdu lil ħadd fl-inħawi?  Possibli li ħadd ma ċempel jilmenta dwar il-kaċċa fl-inħawi fuq 119?

Joseph Muscat irid idaħħaq, bħas-soltu.

Local plans, and not regional

grand-harbouraerial

MEPA has embarked on a process which will lead to a revision of the seven existing  Local Plans. Five were approved in 2006. Two of them were approved earlier: the Marsaxlokk Bay Local Plan (1995) and the Grand Harbour Local Plan (2002).

With the exception of the Marsaxlokk Bay Local Plan (which regulates  Birżebbuġa, Marsaxlokk and their surrounding areas) all the Local Plans cover extensive areas. The Structure Plan, approved in 1990 and currently subject to revision, had identified the need for 24 Local Plans addressing urban areas, as well as other unspecified plans for Rural Conservation Areas. Initially when MEPA approved the Marsaxlokk Bay Local Plan it started along this path but then it opted for plans which are more regional than local in nature.

Local Plans are necessary in order that planning policy is appropriately applied at a local level where one can focus on practical considerations. Though there may be overlaps between Local Plans covering similar areas there will also be variations resulting from the specific nature of the different localities. There will be inevitable similarities between, for example, a Local Plan addressing Valletta and Floriana on one hand and another one addressing the Three Cities due to the fact that both contain vast stretches of fortifications.  However the planning issues arising may also lead to different considerations both in respect of what is to be prohibited as well as in what ought to be encouraged.

Local Plans are not neutral policy instruments. Departing from the common need to ensure a continuous maintenance programme for the fortifications (which programme is currently in hand)  Local Plans may explore different potential uses to which the fortifications in two completely different areas may be put. This would be dependent on the infrastructural services in the area  and on the impacts generated by the potential use  on the surrounding amenities and localities. It would be much easier to ensure that this is done through two separate local plans, one specifically addressing Valletta and Floriana and the other addressing just the Three Cities.

It is not just an issue of fortifications. The large number of vacant properties, currently totalling  over 72,000 cannot be addressed adequately at a regional level. Different policies and different targets have to be identified at a local level as both the causes as well as the extent of the problem vary from one locality to another.

Boundaries of a number of Urban Conservation Areas (UCAs) were substantially revised in 2006 on the understanding that it is better to limit the extent of a UCA to that which is necessary and essential. Consequently it should stand to reason that a smaller UCA is much better to regulate and monitor.

A number of vacant properties lie within UCAs as it costs much more to bring such properties to an adequate state compatible to modern standards of living. This is an area which has already been explored in the last years with various fiscal incentives being offered to encourage rehabilitaton and the reuse of such properties. Much more needs to be done. The revision of the Local Plans is another opportunity to re-examine the way forward in tackling the ever increasing number of vacant properties. The proposed policies must however be focused and local in nature as otherwise they will fail to have any impact at all.

As emphasised by eNGOs  the Local Plans should also be an opportunity to consider the integration of environmental policy and its applicability at a local level. Whilst all environmental policy is of relevance to our localities two particular areas easily spring to mind: air quality and noise pollution.

Both air quality and noise control standards can be undoubtedly upgraded if action is taken at a local level. Traffic generated is a major contributor to both. Heavy traffic through residential areas has to be reduced. If the Local Plans address this issue they will be simultaneously contributing to a better air quality and less acoustic pollution in urban areas.

From declarations made in the past weeks it is obvious that one of the controversial issues to be tackled, (most probably in a plan addressing rural areas) would be agro-tourism.  This is a very sensitive matter . If the point of departure is to seek to establish new development zones on the pretext of tourism than such proposals would be unacceptable. If on the other hand such a Rural Plan addresses the use of existing  agricultural holdings aiming to maximise the use of their existing footprint, provide a different touristic experience as well as  provide alternative or additional employment opportunities to our agricultural communities then there is room for considerable discussion.

The Local Plans to be produced will have an impact on our quality of life for the next ten years. It is hence imperative to not only ensure a high level of participation in the consultation process but that the resulting proposals are given due consideration.

This article was published in The Times of Malta, Saturday August 10, 2013