The Metro consultation: taking us for a ride

In 2008 Professor Mir Ali from the School of Architecture, University of Illinois at Urbana-Champaign, published a paper entitled “Urban Design Strategy Report on Tall Buildings in Malta.”

Professor Ali comments on the lack of mass transport facilities in Malta and links the functionality of tall buildings with the availability of mass transport facilities. He emphasises that: “Once there is a BRT or MRT system, integration of tall buildings with transportation can result in high efficiency, consolidation of services and a better urban life.” BRT signifies Bus Rapid Transit System. MRT signifies Mass Rapid Transport.

The need for a mass transport network has been felt for a long time. Greens in Malta have been emphasising that it is one of various solutions to address transport issues in the Maltese islands.

Government’s announcement last weekend on a three-route metro is just a first step. Greens definitely agree with the objective though not with the specifics proposed. As ARUP emphasised, government’s massive expenditure on long-term road building will not solve anything. Most of it is money down the drain.

Government’s announcement has only presented a sketch of a solution. The proposal needs to be much more detailed than that. While the identification of the routes as well as the location of the stations is definitely important information, we need more analytical information to digest.

ARUP identified potential routes and stations on the basis of studies. It is said that studies were also carried out on various options, as a result of which ARUP discarded the Bus Rapid Transit, the surface tram, the elevated light metro and combinations. We need to be able to digest these studies to understand why ARUP have discarded alternative solutions. All studies carried out by ARUP should be available for examination in the Metro public consultation. If this is not possible what is the purpose of a public consultation?

The proposal for a Metro should not be an excuse for developing open spaces as has already been pointed out with reference to the proposed B’Kara and Pembroke Metro stations. We already have too few open spaces.

Proposals have to be analysed within the wider context of transport policy in Malta.  Specifically private car use must be substantially reduced for any mass transport proposal to be economically feasible! This must be clear even at this stage. It is inevitable, but government is conveniently being silent on the matter! Has ARUP advised on the matter in its feasibility studies? We have a right to know.

It is the intention to utilise the stations to attract metro users from the surrounding areas. Some, living nearby, will come on foot. Others living or working slightly further away may come by private car, by bus or by bike.  Most potential metro stations do not have parking areas around them. This signifies that it is essential that more emphasis is laid on the interaction between the proposed Metro and local and regional transport.

The metro’s functioning has to be seen within the existing urban context. This is very relevant to the debate but unfortunately the detailed advice which government has received in this respect has not been divulged. Just one tit-bit of information has inadvertently emerged. When asked as to why the Metro will not make it to Gozo, it was stated that there is not sufficient population on the sister island. This begs the question: how come then that a tunnel is planned below the sea to link the two islands?

The announcement further informed us that most of the Metro will be underground with only a small stretch being above ground for topographical reasons.  Depending on the size of the tunnels between the metro stations this could generate a substantial amount of inert waste. An estimated excavation volume of 4.9 million cubic metres, presumably measured in situ, is indicated. Once excavated this would amount to around 8.6 million cubic metres after taking account of the increase in volume after excavation. This is a substantial amount of inert waste which, as already hinted, can only be utilised in land reclamation projects. For comparative purposes 8.6 million cubic metres of inert waste is close to the amount that was used in the whole Freeport project at Kalafrana for land reclamation purposes!

I am not aware of any land reclamation currently required in the national interest. We cannot be forced into land reclamation as the only solution to dispose of the inert waste generated by the Metro project.

Excavation of an underground Metro does not only generate excessive inert waste. It also endangers our historical heritage: in particular when excavating below, around or close to national monuments in Valletta, Mosta, Balluta and elsewhere. Excavation is also proposed next to ecologically sensitive sites.

This is definitely not on.

Proposed solutions above ground have to be examined in detail too and discussed as part of the public consultation. A hybrid metro-tram system mostly above ground, and/or a Bus Rapid Transit system, are other possibilities which should make it on the table of any serious public consultation. They do not generate inert waste, can be implemented in a shorter time frame from that proposed by ARUP and cost a fraction of the proposed outlay. In addition, substantially less environmental impacts are involved. Any selected solutions should respect our historical and ecological heritage.

Through constructive criticism we can explore alternative solutions which are being deliberately shut out with a stage-managed consultation. We need more than PR stunts: logos and flashy video clips are not the information we need for a mature public consultation. Government must put all its cards on the table. The ARUP studies must be subject to public scrutiny. Otherwise, the public consultation is taking us for a ride.

published in The Malta Independent on Sunday : 10 October 2021

Mina : rovina

Il-mina proposta bejn Malta u Għawdex, għal darba oħra qegħda fl-aħbarijiet.

Waqt konferenza stampa, iktar kmieni matul il-ġimgħa, kelliema tal-PN fissru kif jaħsbuha dwar il-mina proposta bejn Malta u Għawdex. Bħas-soltu jippruvaw jogħġbu liż-żewġ naħat (favur u kontra l-mina), din id-darba bil-proposta ta’ referendum dwar jekk il-mina għandhiex issir jew le.

Kieku kellu jseħħ referendum ta’ din ix-xorta, dan għandu jinvolvi lil kulħadd, u mhux biss lill-Għawdxin. Dan billi l-impatti negattivi tal-mina, jekk isseħħ, ser jolqtu liż-żewġ naħat tal-fliegu: kemm f’Malta kif ukoll f’Għawdex.  

Mid-dettalji li nafu s’issa dwar il-mina, hu magħruf li f’Malta din ser tibda minn ħdejn l-Għerien, villaġġ ċkejken, villaġġ trogloditiku fil-limiti tal-Mellieħa. Kif jixhed ismu dan il-villaġġ hu parzjalment fl-għerien, fejn kienu jgħixu uħud mill-ewwel abitanti f’dawn il-gżejjer. Riżultat tat-tħaffir għall-mina dan il-villaġġ ser jinqered kompletament. F’Għawdex, min-naħa l-oħra, l-mina tibda fl-inħawi Ta’ Kenuna, fil-limiti tan-Nadur b’impatt qawwi u negattiv fuq il-biedja lokali.  

Tajjeb li neżaminaw mill-ġdid uħud mill-argumenti għala mhemmx ħtieġa ta’ mina li kull ma ser iġġib hu rovina.  

Il-mina proposta bejn Malta u Għawdex ser tkun tiddependi mill-karozzi w inġenji oħra li għax jagħmlu użu minnha jħallsu. Biex il-mina tagħmel sens ekonomiku n-numru ta’ karozzi u inġenji li jagħmlu użu mill-mina jrid ikun wieħed sostanzjali.  F’wieħed mill-istudji li saru u li hu pubbliku kien hemm estimu li l-moviment ta’ karozzi u inġenji oħra bejn Malta u Għawdex jiżdied bi tlett darbiet, minn tlett elef kuljum għal disat elef kuljum. L-istudju hu intitolat Establishing a Permanent Link between the Island of Gozo and Mainland Malta: An Economic Cost Benefit Analysis of Available Strategic Options u kien ikkummissjunat mill-Kamra tal-Kummerċ Għawdxija flimkien ma’ Transport Malta.

Jagħmel sens li l-karozzi li kull jum jiżdiedu fit-toroq Għawdxin jiżiedu bi tlett darbiet? It-toroq Għawdxin jifilħu għal dan? Għandna nissagrifikaw il-kwalità tal-arja f’Għawdex ukoll?  Jagħmel sens li nesportaw il-problemi tat-traffiku minn Malta għal Għawdex?  it-tweġiba ovvja għal kull waħda minn dawn il-mistoqsijiet hi: le, dan ma jagħmilx sens. Bosta minna huma konxji li anke illum, it-toroq Għawdxin diġa ma jifilħux għat-traffiku li jiġi minn Malta kuljum.

Is-servizz tal-katamaran (fast-ferry service) li riċentement beda jitħaddem għandu l-potenzjal għal soluzzjoni fit-tul biex tkun indirizzata b’mod raġjonevoli l-mobilità sostenibbli bejn il-gżejjer.  Imma dan is-servizz, waħdu, mhux biżżejjed, jeħtieġ li jkun rinfurzat mis-servizz tat-trasport pubbliku kif ukoll minn faċilitajiet aħjar fil-port tal-Imġarr Għawdex.

Mid-dibattitu tul ix-xhur qed tissaħħaħ l-idea li minbarra r-rotta diretta bejn l-Imġarr u l-Port il-Kbir jista’ jkun utli li jkun hemm xi waqfiet. Din hi proposta li tajjeb li tkun ikkunsidrata, imma irridu noqgħodu attenti li din ma tkunx skuża li warajha tinħeba strateġija biex jiżdied l-iżvilupp mal-kosta, b’mod partikolari dawk il-partijiet tal-kosta li għadhom mhux mittiefsa. Ikun tajjeb li nillimitaw ruħna għall-infrastruttura kostali eżistenti.

L-iżvilupp tas-servizz tal-katamaran, b’dan il-mod, mhux biss iwassal għal ħolqa effiċjenti u permanenti bejn il-gżejjer. Iwassal ukoll għal tnaqqis ta’ karozzi mit-toroq tagħna, kemm f’Malta kif ukoll f’Għawdex.  

Il-mina proposta mhiex soluzzjoni, hi problema, iġġib rovina. Nistgħu nsolvu l-problemi ta’ mobilità bis-sens komun. Is-servizz tal-katamaran hi waħda minn dawn is-soluzzjonijiet: issolvi problema illum mingħajr ma tgħabbi l-ġenerazzjonijiet futuri.  

ippubblikata fuq Illum : 8 t’Awwissu 2021

The Gozo tunnel white elephant

The Gozo tunnel issue is once more on the agenda. It forms part of the Father Christmas politics of the Nationalist and the Labour Party.

At a press conference earlier during the week, spokespersons on behalf of the PN put forward their arguments on the Gozo tunnel, as usual trying to straddle both sides of the debate through a proposal for a referendum as to whether the tunnel should proceed or not!

If such a referendum were to take place it should involve everyone and not just Gozitans, as the proposed tunnel will have considerable (negative) impacts on both sides of the Channel.

The details of the proposed tunnel, as known to date, signify that the tunnel will have a Malta starting point close to the troglodytic hamlet at l-Għerien in the limits of Mellieħa which hamlet would, as a result, be completely obliterated. At Gozo the tunnel will start at Ta’ Kenuna, within the limits of Nadur impacting considerably the agricultural community in the area.

It would be pertinent however to reiterate some of the arguments as to why we do not need another white elephant.

The proposed Gozo tunnel is dependent on cars and other vehicles making use of it, consequently paying the relevant tolls. Maximising such vehicular use is crucial for the proposed tunnel to make any economic sense. One of the studies carried out, which is in the public domain, had estimated that the current daily movements of vehicles between Malta and Gozo should be trebled from 3000 daily movements to 9000 daily movements. The study entitled Establishing a Permanent Link between the Island of Gozo and Mainland Malta: An Economic Cost Benefit Analysis of Available Strategic Options was commissioned by the Gozo Business Chamber together with Transport Malta.

Does it make sense to treble the daily vehicle movements on Gozitan roads? Do Gozitan roads have that capacity? Should we sacrifice air quality in Gozo too? Does it make sense to export traffic problems from Malta to Gozo? The obvious answer to all these questions is a clear no. Most of us are aware that Gozitan roads are already bursting at the seams as a result of the vehicles crossing over at this point in time.

The fast-ferry service, recently commencing operation is the potential long-term solution to having a reasonable and sustainable mobility between the islands. It has however to be buttressed by a more focused public transport service and better port facilities at Mġarr Gozo.

The debate over the months has suggested that in addition to a direct Mġarr-Valletta-Mġarr route one could consider intermediate stops on the coast along the route. This is an option worth considering in some depth. Care should however be taken that this would not increase development along the coast, particularly in those stretches of the coast which are still in an almost natural state. The preference for establishing intermediate stops should go for existing coastal infrastructure which could be improved.

The further development of the fast-ferry service would thus not only lead to a permanent efficient link between the islands, but also to a considerable reduction of cars from our roads on both sides of the Channel.

The proposed tunnel is not a solution, it is a problem. We can solve our mobility problems by opting for common sense solutions. The fast-ferry service is one such solution: it solves today’s problem without burdening future generations.

published in The Malta Independent on Sunday : 8 August 2021

Tonio Fenech u l-froġa tal-2006

Tonio Fenech, ex-Ministru tal-Finanzi, reġa’ tfaċċa, f’attività politika li saret fil-Palazz Verdala biex  jgħidilna kif jaħsibha. Qalilna li bl-ambjent ma tirbaħx elezzjonijiet. Imma huwa bil-permessi (tal-bini), żied jgħid, tirbaħ il-voti!   Bil-qdusija artifiċjali tas-soltu jimplika li l-ħsara ambjentali kienet essenzjali biex jintrebħu l-elezzjonijiet! Għax għal Tonio Fenech kull sagrifiċċju jgħodd sakemm iwassal biex tirbaħ l-elezzjonijiet.

Dan mhu xejn ġdid. Il-problema hi li l-kejl sfortunatament hu biss mil-lum għal għada. S’issa ma konniex kapaċi nħarsu fit-tul, biex inqiesu sewwa l-impatt li d-deċiżjonijiet tal-lum għandhom fuq għada u l-ġenerazzjonijiet ta’ warajna. Sfortunatament il-politika f’pajjiż tirraġuna: għada min raħ?

Wara li (flimkien ma oħrajn) Tonio Fenech kien responsabbli mhux biss għall-pjani lokali, imma ukoll għall-eżerċizzju ta’ razzjonalizzazzjoni li bih żdiedet sew l-art għall-iżvilupp, issa qed jipprova jimpressjona li qed jindem!   Il-proposta tiegħu li jorbot il-pjani lokali fil-Kostituzzjoni toħloq iktar problemi milli diġa inħolqu!

Il-pjani lokali u strumenti oħra li bihom nippjanaw l-użu tal-art neċessarjament ikunu ta’ wieħed minn żewġ tipi. Jistgħu jkunu ċari u preċiżi, bil-konsegwenza li għax rigidi jkun jeħtieġilhom tibdil regolari biex jirriflettu realtajiet u żviluppi ġodda.  Inkella jkunu ġeneriċi u jkun jiddependi mill-interpretazzjoni tagħhom u l-integrità ta’ min iħaddem il-proċess kollu.

Kull possibilità hi dipendenti fuq l-integrità u l-viżjoni ta’ dawk involuti fil-fażijiet differenti li jwasslu sad-deċiżjonijiet.  Ma hemmx spjegazzjoni oħra: qegħdin f’nofs din il-froġa minħabba li Tonio Fenech u sħabu kienu bla viżjoni.  Inżid ngħid li b’mod konxju inkarigaw bil-proċess deċiżjonali numru ta’ persuni li ma kellhomx idea tal-impatt fit-tul ta’ dak li kienu qed jagħmlu. Kien jinteresshom biss mill-impatti immedjati: il-voti u l-elezzjonijiet kienu l-miri ewlenin tagħhom. Ġew jaqgħu u jqumu mill-ġid komuni.

F’dan kollu nifhem li l-integrità tfisser li tkun onest, b’subgħajk dritt, ta’ prinċipju. Kwalitajiet li huma nieqsa mill-pjani lokali.

L-ippjanar dwar l-użu tal-art huwa aspett importanti minn dak meħtieġ għall-ħarsien ambjentali: dan mhux konċernat biss mir-realtajiet tal-lum.  Jagħti sura lill-futur u jfassal il-qafas li fih jiżviluppaw il-ġenerazzjonijiet futuri. F’dan il-kuntest Il-korruzzjoni tal-ambjent biex jintrebħu l-elezzjonijiet billi jitqassmu l-permessi tal-iżvilupp bħall-pastizzi hi l-agħar azzjoni possibli, nieqsa minn kwalunkwe ħjiel ta’ integrità.  Dan hu l-kontribut sinifikanti tat-tim tal-2006 fil-politika Maltija lill-kwalità tal-ħajja tal-ġenerazzjonijiet preżenti u futuri.  Għaddew ħmistax-il sena minn meta Tonio Fenech u ta’ madwaru fl-2006 ħolqu din il-froġa ambjentali. L-impatti illum tad-deċiżjonijiet ta’ ħmistax-il sena ilu huma enormi. Sfortunatament ma hemm ħadd fil-Parlament illum li għandu l-kuraġġ li jibda it-tiswija u t-tindifa bis-serjetà tal-ħsara li ilha takkumula għal 15-il sena.

U issa? Sakemm jibqgħu jiġu eletti l-istess tip ta’ nies fil-Parlament ma hu ser jiġri xejn. Għad għandna bosta  li jiġu jaqgħu u jqumu mill-ħsara ambjentali, sakemm din tasal wara l-bieb tagħhom.  Huwa biss meta lkoll nirrealizzaw li l-vantaġġi immedjati għall-ftit ifissru tbatija fit-tul għal kulħadd li nkunu nistgħu nagħmlu l-ewwel passi fit-triq tal-fejqan.

Irridu nkunu kapaċi nifhmu kif dak li nagħmlu illum għandu effett fuq is-7 ġenerazzjonijiet li jiġu warajna. Dan nistgħu nagħmluh billi nqisu sewwa d-deċiżjonijiet u l-imġieba kollha tagħna. Ma jista’ jkun hemm l-ebda eċċezzjoni.  

ippubblikat fuq Illum: il-Ħadd 13 ta’ Ġunju 2021

Tonio Fenech’s class of 2006

Tonio Fenech, former Finance Minister, has been resurrected onto a political platform to share his views in a recent political activity held at Verdala Palace.

The environment, he said, does not win elections. Development permits, on the other hand, win votes, Tonio Fenech emphasised! Tonio Fenech, sanctimoniously as ever, implies that it was essential to systematically ruin the environment, in order to win elections! Sort of, winning elections is an objective in respect of which no sacrifice is to be spared, in his opinion!

We have been there more than once before. Realistically speaking, the problem, in my view is entrenched short-termism and this is applicable not just to environmental politics but rather to a whole spectrum of issues of varying importance. We need to take the long-term view in our decision-making process at all levels and in all matters.

Having been responsible, together with others, for the approval not just of the Local Plans but also for the rationalisation (land use planning) exercise as a result of which extensive land was given up for development, it seems that Tonio Fenech is in atonement mode. However, his proposal of resolving the matter by enshrining Local Plans in the Constitution would create worse problems than those already inflicted upon Maltese society!

Local plans, and other land use planning instruments, necessarily need be one of two types. They could be either very clear and precise, in which case they would require periodic revision to reflect developments and new realities. Alternatively, local plans could be generic in which case much would depend on their interpretation and the integrity of those handling the process.

In each option much is dependent on the integrity and vision of those handling all the different stages of the decision-making process. There are no two ways about it: we are in the present mess due to the lack of vision of Tonio Fenech and his colleagues. I would also add that they consciously entrusted the decision-making process to various persons who had no idea of the long-term impact of what they embarked upon. They had their sights focused on short-term gains: winning votes and elections being among their primary objectives. Consciously they set aside the common good.

In my book integrity means the quality of being honest and having strong moral principles, being morally upright. Qualities which are definitely missing in the local plans.

Land use planning is an important aspect of environmental stewardship, and it does not deal exclusively with present day realities. It also shapes the future and determines the parameters within which future generations can act. In this respect using a corrupted environment to consciously win elections through dishing out development permits is in my view the worst possible political declaration, devoid of any integrity. This is the significant contribution of the class of 2006 in Maltese politics to the quality of life of present and future generations. It has been fifteen years since Tonio Fenech and his class of 2006 created this environmental mess. The impacts today are enormous. It is unfortunate that no one in parliament has the courage to initiate the process to reverse this 15-year damage.

Where do we go from here? Realistically speaking we cannot go anywhere if the same type keeps making it to Parliament. We have had more than enough of those who ignore environmental blasphemy until it arrives at their doorstep or their street! The moment we realise that short-term gains for the few signify long-term pains for all, we may start registering some progress. We need to realise that the way forward is to be good ancestors to at least the next seven generations: ensuring that we take the long-term view in all our decisions. There is no room for any exception.

published in the Malta Independent on Sunday : 13 June 2021

Obliterating the future

Humanity is at war with nature. Isn’t it about time for peace?

This is the basic message of António Guterres, United Nations Secretary General, in an address delivered at Columbia University earlier this week.

António Guterres said: “Humanity is waging war on nature. This is suicidal. Nature always strikes back – and it is already doing so with growing force and fury. Biodiversity is collapsing. One million species are at risk of extinction. Ecosystems are disappearing before our eyes.”

If humanity keeps the current pace there is the danger that we destroy the future before we have even understood the risks that we are continuously creating.

The past decade has been the hottest in human history. Some are still focusing on short term gains ignoring long term losses. Even if all the commitments made at the Paris Climate Summit in 2015 are honoured completely, we would still have some way to go in order to attain the agreed minimum objectives: limiting the global mean temperature increase to not more than 2 degrees Celsius, hopefully closer to 1.5 degrees Celsius above pre-industrial levels. Beyond the 2-degree limit climate change will become catastrophic and irreversible.

Climate change is nature fighting back forcefully, without discriminating. The war is on at full speed all over the globe. In some parts it is drought. In others it is floods. Havoc is the result everywhere. The intensity and frequency of storms is on the increase as the cumulative impacts of our actions continuously increase.

There is no possibility to negotiate with nature, her demands are clear and simple: unconditional surrender. We need to change our ways and habits. Nature can be a reliable friend but if transformed into an enemy, it is ruthless as climate change shows unequivocally.

It has been a hectic 48 years since the first ministers for the environment were appointed as a direct result of the deliberations of the international community in the UN Conference on the Human Environment held in Stockholm in June 1972. Some progress has definitely been achieved over the years but it is certainly nowhere close to enough.

It has been realised that there is only one earth which we need to care for. It has been 34 years since the Brundtland report placed sustainable development on the international agenda. Though officially accepted as an important policy objective, it is still subject to mental gymnastics in determining practical every day action to reduce impacts which threaten our future.

The spirit of the 2015 Paris summit is one which recognised the need for urgent action, yet five years down the line procrastination is still the order of the day. As we may have realised by now, half measures are not effective in addressing nature’s revenge.

We cannot keep postponing the decision to determine the cut-off date for the elimination of petrol and diesel run vehicles from our roads. The decision announced in September 2017 is taking too long to implement leading to the reasonable assumption that reluctance is having the upper hand.

The electrification of our roads is one important step which needs to be implemented rapidly if we are to start the path to carbon neutrality in a meaningful way. It must however also be accompanied by a reduction of the number of cars on our roads, an achievable objective, given the small distances which we travel in such a small country. 

It is to be underlined, once more, that the Transport Master Plan for the Maltese Islands has identified that around 50 per cent of our car journeys are for short distances in respect if which we can definitely use alternative means.  This signifies that the required changes, in our case, are less painful, even in the short term. We need however to address contradictory policy stances: the required reduction of cars from our roads will be more difficult to achieve if the development of large-scale road infrastructure is still the order of the day. Even the proposed Gozo Channel tunnel falls in this category as its feasibility is dependent on maximising car movements, a requirement which is in direct contradiction to the Paris Climate Summit conclusions!

The risk of obliterating the future is still present. Nature will not be fooled. It can distinguish between greenwash and meaningful action. Unfortunately, it is clear that it has not been impressed by our action to date. There is not much time left to change course.

published on The Malta Independent on Sunday : 6 December 2020

Qed iħarbtu l-ODZ tal-Kanun Iż-Żebbuġ Għawdex

Dal-għodu ġejt infurmat li f’Tal-Kanun, Iż-Żebbuġ Għawdex, għaddej xogħol ta’ tneħħija ta’ ħamrija. Biex dan qiegħed isir u seta’ jiddaħħal il-makkinarju fuq is-sit tqaċċtu ħafna siġar.

F’Għawdex u in partikolari fiż-Żebbuġ bosta jafu x’inhu għaddej.

Imma l-Awtorità tal-Ippjanar ma taf b’xejn, għax s’issa baqgħet ċassa. Għaliex dan, nistaqsi?

Jiena staqsejt dwar min għandu x’jaqsam mal-art u tawni l-isem ta’ tabib Għawdxi. Bħalma qalu lili bla ebda dubju jistgħu jkunu jaf ta’ Awtorità tal-Ippjanar ukoll bid-dettalji kollha.

Għalfejn ma jagħmlu xejn u bħala riżultat ta’ dan jipproteġu lil min qed jabbuża?

Il-lejla ktibt lis-Sur Martin Saliba CEO tal-Awtorità tal -Ippjanar u tlabtu jara li l-awtorità taġixxi bla iktar dewmien.

Qed tinħema oxxenità oħra fi Triq Wied l-Infern Iż-Żebbuġ Għawdex: applikazzjoni PA6868/20

Għadu kif kitibli żagħżugħ Għawdxi li ġibditli l-attenzjoni għal applikazzjoni ta’ żvilupp, friska, friska (PA6868/20), fil-Wied taż-Żebbuġ Għawdex, fi trieqtek lejn Marsalforn. It-triq jisimha Triq Wied l-Infern u tagħti għal Triq il-Qbajjar Marsalforn.

Ir-ritratt juri l-inħawi kif jidher fuq Google.

Quddiem xi kmamar ta’ kostruzzjoni qadima (ħnejjiet, xorok, kilep, travi tal-injam …….) il-pjanti juru li hemm indikazzjoni ta’ oqbra feniċi u punici ukoll.

Mela din l-applikazzjoni ODZ fil-Wied mhux biss ser tagħmel il-ħsara f’wieħed mill-widien li għadu mhux daqstant mittiefes imma hemm ċans ukoll tagħmel ħsara lill-wirt arkeoloġiku.

Iż-żmien għall-oġġezzjonijiet jibda nhar il-21 t’Ottubru u jagħlaq nhar l-20 ta’ Novembru.

Min jixtieq l-għajnuna biex joggezzjona jibgħatli messaġġ fuq carmel.cacopardo@alternattiva.org.mt.

We need a Carbon Budget

Searching for the word “climate” through the 2021 Pre-Budget document published earlier this week entitled Towards a Sustainable Economy one finds the word three times: twice referring to the United Nations Agenda which has to be addressed by Malta as a prospective UN Security Council member, while a third reference is to policy documents under preparation in Malta. The word climate in the pre-budget document is not associated with any climate change policy implementation or action and its impact on the Maltese economy.

It is already five years since the Paris Climate Summit and its conclusions are still being “studied” in Malta. If we keep on procrastinating, achieving carbon neutrality by 2050 will be very difficult to attain.

When Parliament approved the Climate Action Act in 2015 it identified that one of the tools to be used in the politics of climate change was the formulation of a Low Carbon Development Strategy. Consultation on a Vision to develop such a strategy was carried out in 2017, but three years down the line the final policy document is nowhere in sight, even though the Minister for Climate Change Aaron Farrugia has indicated that it may be concluded towards the end of this year. 

A Low Carbon Development Strategy will identify those sectors which are of considerable relevance in developing a low carbon strategy. Some of them are major carbon emission contributors to be addressed. Other sectors are part of the solution as they provide alternative tools which serve to decouple the economy from intensive energy use, in the process reducing carbon emissions.

The Vision which was subject to public consultation three years ago identifies a number of sectors as areas for climate action, namely: enterprise, energy, transport, waste, water, agriculture, tourism, information and communication technologies (ICT) and finance.

The Low Carbon Development Strategy, when published, should address these areas of action. It would also be expected that such a strategy would also identify the manner in which we will be in a position to achieve our target of carbon neutrality. Such a strategy would also, for completeness be expected to be coupled with a carbon budget which would break down the general target into specific manageable objectives which could be achieved over a specific and reasonable timeframe.

At the Paris Climate Summit, together with all other countries, Malta made pledges to take action in order to lay the foundations for reducing climate impacts. If all the pledges made at Paris are honoured, however, we will still be very far off from achieving the target of not exceeding a two-degree Celsius temperature rise. Much more is required.

Unfortunately, Malta’s climate related policies are double faced. On one hand the Malta government publicly pledges action to address climate change. Simultaneously, however, it proceeds with massive road infrastructural projects which encourage more cars on our roads. On the other hand, plans for the electrification of our roads are apparently subject to an elephantine gestation period. In the meantime, car emissions compete with power generation emissions as Malta’s major contributor to climate change.

It is unfortunate that the Low Carbon Development Strategy and the associated Carbon Budget are taking too long to be formulated. It will take much longer to implement them as special interest groups will undoubtedly seek to protect their specific areas to the detriment of attaining our carbon-neutral objective.  

Malta should be at the forefront of climate change action. Parliament’s declaration recognising the existence of a climate emergency is not enough. Words must give way to action. As an island, Malta should be aware that a primary climate change challenge in the years to come will be a rising sea level as a result of which the coastline may recede inwards at a rate so far unknown. The coast, we may remember, is home to most of our maritime and tourism infrastructural facilities, all of which are under threat. Even residential areas close to the sea level will be impacted. This would include all sandy beaches and the residential/commercial areas at l-Għadira, Xemxija, Salini, Gzira, Msida, Sliema, Ta’ Xbiex, Pietà, Marsa, Marsaxlokk, Marsaskala, Birzebbuga, Xlendi, and Marsalforn. Impacts could also move towards inland low-lying areas such as Qormi.

If we take too long to bring our own house in order, it may be too late.

published in The Malta Independent on Sunday : 13 September 2020

Malta: b’politika diżonesta dwar il-klima

Stimi dwar kemm jista’ jogħla l-livell tal-baħar, b’mod globali kif ukoll fl-Ewropa, ivarjaw skond kif wieħed iqis ir-rata tad-dewbien tas-silġ akkumulat fil-poli kif ukoll fi Greenland. Il-mod kif nilqgħu għall-emissjonijiet tal-karbonju ukoll għandu impatt fuq dawn l-istimi. Dawn l-istimi fil-fatt ivarjaw minn żieda ta’ 34 ċentimetru sa żieda ta’ 172 ċentimetru sa tmiem dan is-seklu. Imma jekk l-emissjonijiet tal-karbonju jkunu indirizzati b’politika iffukata u effettiva, din iż-żieda tista’ tkun waħda iżgħar.

Minkejja dan, ħadd ma qiegħed f’posizzjoni li jantiċpa jekk din iż-żieda fil-livell tal-baħar tkunx waħda gradwali inkella jekk din isseħħx f’daqqa. Hemm iżda l-biża’ li l-gravità tas-sitwazzjoni tista’ taċċellera avolja il-jekk u l-meta ħadd ma jaf. Din hi xi ħaga ġdida għal kulħadd!

Kull żieda fil-livell tal-baħar, kemm jekk isseħħ b’mod gradwali kif ukoll jekk isseħħ f’daqqa, ikollha impatt fuq il-kosta u b’mod partikolari fuq l-infrastruttura żviluppata tul iż-żmien. Din l-infrastruttura hi primarjament waħda turistika imma tinkludi ukoll żvilupp residenzjali li xi drabi jasal sax-xifer, sal-baħar: kemm bl-approvazzjoni tal-awtoritajiet u anke xi minndaqqiet mingħajrha!

Il-ħsara potenzjali għall-infrastruttura kostali hi kwistjoni li għandha tħassibna. Din diġà sofriet ħsarat diversi minħabba il-maltemp qalil li żied fil-frekwenza u l-intensità tul dawn l-aħħar snin. L-impatt ta’ żieda fil-livell tal-baħar bla dubju ser joħloq tibdil kbir tul il-kosta kollha tal-gżejjer Maltin. L-istorja tgħallimna. Nhar it-Tnejn 28 ta’ Diċembru 1908 fil-5.20 ta’ fil-għodu Messina fi Sqallija ġarrbet wieħed mill-iktar terrimoti qliel li qatt kien hawn fl-Ewropa, b’qawwa mkejla ta’ 7.5 fuq l-iskala Richter. Immedjatament, inħoloq tsunami b’mewġ għoli sa 9 metri. Madwar sagħtejn wara, fit-7.45 ta’ fil-għodu dan it-tsunami, ftit immansat, wasal fil-gżejjer Maltin.

Diversi gazzetti Maltin ta’ dak iż-żmien irrappurtaw li l-lokalitajiet mal-kosta viċin il-livell tal-baħar kienu mgħarrqa fl-ilma mit-7.45 ta’ fil-għodu għax b’effett taz-tsunami l-baħar tela’ l-art. Dan baqa’ sal-4.00 ta’ waranofsinnhar meta l-baħar reġa’ ikkalma u rritorna lejn il-livelli normali tiegħu! Herbert Ganado, f’l-ewwel volum ta’ Rajt Malta Tinbidel jgħid li residenzi u ħwienet tul il-kosta ta’ tas-Sliema, l-iMsida u tal-Pietà kienu mgħarrqa f’tebqa’ t’għajn għax daħlilhom kwantità ta’ ilma fis-sular terran. Bħala medja l-baħar għola madwar erba’ piedi : 1.20 metri. Fil-Port il-Kbir, imma, ma ġara xejn għax kien imħares mill-breakwater, li l-bini tiegħu kien ġie ffinalizzat madwar sentejn qabel, fis-sena 1906.

Żieda fil-livell tal-baħar bħala riżultat tat-tibdil fil-klima tkun tfisser repetizzjoni tal-impatti taz-tsunami tal-1908 mifruxa iktar u fuq bażi permanenti. Il-lokalitajiet Maltin tul il-kosta li qegħdin viċin tal-livell tal-baħar jispiċċaw b’mod permanenti fl-ilma baħar. Dan ikun jinkludi r-ramliet kollha u żoni kummerċjali u residenzjali fl-Għadira, ix-Xemxija, is-Salini, l-Gzira, l-iMsida, tas-Sliema, Ta’ Xbiex, Tal-Pietà, il-Marsa, Marsaxlokk, Marsaskala, Birzebbuġa, ix-Xlendi, u Marsalforn. L-impatti jistgħu jinħassu iktar il-ġewwa mill-kosta ukoll, f’lokalitajiet li huma f’livell tal-baħar bħal Ħal-Qormi u allura jeffettwa l-inħawi kollha mix-xatt tal-Marsa sa Ħal-Qormi b’dik li hi magħrufa bħala l-Marsa tal-Inġliżi b’kollox. Dan jeffettwa ukoll l-investiment fl-infrastruttura sportiva.

Li jogħla l-livell tal-baħar issa hu inevitabbli. Imma b’ħidma bil-għaqal għad hemm ċans li nnaqqsu kemm dan jogħla. Dan jista’ jseħħ kemm-il darba nieħdu passi biex innaqqsu l-emmissjonijiet tal-karbonju u allura inkunu qed nagħtu kontribut biex iż-żieda fit-temperatura globali tkun l-inqas possibli.

Fis-summit ta’ Pariġi, Malta, flimkien mal-bqija tal-pajjiżi, wegħdet li tieħu azzjoni konkreta biex ikun possibli li jonqsu l-impatti fuq il-klima. Però anke jekk il-wegħdiet kollha li saru f’Pariġi jkunu onorati, hu ċar li għadna l-bogħod ħafna milli nilħqu l-mira miftehma li ma naqbżux iż-żieda ta’ żewġ gradi Celsius fit-temperatura. Hu meħtieġ ħafna iktar mingħand kulħadd. Hemm bżonn mhux biss iktar azzjoni konkreta imma ukoll politika koerenti u konsistenti.

Il-politika ta’ Malta dwar il-klima, imma, hi waħda diżonesta. Nuru wiċċ b’ieħor kontinwament. Min-naħa l-waħda l-Gvern Malti jwiegħed li jaġixxi biex ikun possibli li nindirizzaw il-klima. Imma fl-istess ħin jibqa’ għaddej bi proġetti infrastrutturali li jinkoraġixxu iktar karozzi fit-toroq u allura iktar emissjonijiet. L-emissjonijiet tal-karozzi jikkompetu ma dawk li joriġinaw mill-ġenerazzjoni tal-elettriku.

Hemm bżonn li ndaħħlu ftit sens u konsistenza fil-politika ta’ Malta dwar il-klima. Għax sakemm nibqgħu inkonsitenti kullma qed nagħmlu hu li qed ngħinu biex ikompli jitħaffar il-qabar tagħna.

 

ippubblikat fuq Illum : il-Ħadd 24 ta’ Mejju 2020