It-tnaqqis tal-iskart iġġenerat, jipproteġi l-art agrikola

Ir-residenti ta’ Birżebbuġa jilmentaw dwar it-tniġġiż mill-ħsejjes iġġenerati mill-Port Ħieles. Ir-residenti tal-Furjana jilmentaw dwar l-impatti tal-cruise liners fuq il-kwalità tal-ħajja tagħhom, kemm minħabba t-tniġġiż tal-arja kif ukoll minħabba t-tniġġiż akustiku. Ir-residenti tal-Gudja, Ħal-Luqa, Ħal-Kirkop u tal-irħula tal-madwar huma effettwati mill-operat tal-uniku ajruport li għandna. L-impjant ta’ Sant Antnin għat-Trattament tal-iskart qatt ma tqies ġar eżemplari mir-residenti ta’ Wied il-Għajn.

Ħadd ma jixtieq miżbla wara biebu. Miżbla jew faċilità għall-immaniġjar tal-iskart wara l-bieb, tfisser iktar minn impatti negattivi jekk teħodlok ukoll l-għodda ewliena tal-għixien tiegħek inkella teqridlek darek. Dan hu l-każ tal–bdiewa u r-residenti tal-Magħtab.

Il-miżbla tal-Magħtab ilha topera mill-1977, meta l-miżbla f’Wied Fulija (Iż-Żurrieq) kienet qed toqrob li timtela.

Il-bdiewa tal-Magħtab ilhom jaqilgħu fuq rashom żmien. Wieħed mill-bdiewa li ltqajt miegħu l-ġimgħa l-oħra spjegali li lill-familja tiegħu, fl-1975 kienu ħadulhom 75 tomna raba’ li kienet tinħadem, ftit iktar minn 84,000 metru kwadru, biex jiffurmaw parti mill-miżbla li nħolqot dakinnhar. Illum ser jeħdulhom 25 tomna oħra biex ikabbru madwar 28,000 metru kwadru.

Kif nistgħu nevitaw li l-kumpless tal-iskart fil-Magħtab ikompli jikber billi jibla’ 254,144 metru kwadru ta’ art, primarjament raba’ li tinħadem, kif qed tipproponi l-Wasteserv?

X’ġustizzja hi li sezzjoni waħda tal-popolazzjoni tkun mistennija li ġġorr waħedha l-piż tal-impatti li lkoll kemm aħna nikkontribwixxu għalihom? Ma jkunx iktar ġust li l-piż jinqasam? Fejn ser niġbdu linja?

Jekk nillimita ruħi għall-materja presentment taħt il-lenti, dik tal-immaniġjar tal-iskart, neħtieġu ppjanar sew u dan fil-kuntest tal-għodda ta’ politika kurrenti li tikkonċerna l-iskart. Imma jeħtieġilna li nimxu mal-miri ta’ ħidma stabiliti, għax inkella ma naslu qatt.
It-tnaqqis tal-ħolqien tal-iskart, li dan jintagħżel (is-separazzjoni) u li jkun riċiklat huma tlett għodod bażiċi fil-ħidma li ssir biex l-iskart ikun immaniġjat. Jekk dan isir sewwa l-ammont ta’ skart li jispiċċa fil-miżbla għandu jonqos b’mod sostanzjali. B’riżultat ta’ hekk jkun hemm inqas ħtieġa ta’ art biex tkun kkonvertita f’miżbla. Dan hu l-iskop tal-leġislazzjoni ambjentali tal-Unjoni Ewropeja li suppost li ilna nsegwu sa minn meta fl-2004 isseħibna fl-Unjoni Ewropea.

Il-politika dwar it-tnaqqis tal-ħolqien tal-iskart tfisser tnaqqis ippjanat tal-iskart iġġenerat. Inizjattivi dwar amminsitrazzjoni elettronika huma passi posittivi f’din id-direzzjoni. L-amministrazzoni elettronika hi waħda bla karti, avolja xi kultant din twassal sempliċiment biex tnaqqas l-użu tal-karta minn uffiċċju u żżidu f’ieħor. Anke it-tnaqqis fl-iskart li joriġina mill-ippakkeġġjar ukoll jikkontribwixxi b’mod sostanzjali għall-iskart iġġenerat. Fi djarna hu possibli ukoll li nnaqqsu l-iskart li nipproduċu. F’dan il-kuntest kampanji ta’ informazzjoni u edukazzjoni għandhom rwol importanti.

Imma hemm kontradizzjoni fil-politika tal-Gvern f’dan ir-rigward. Id-deċiżjoni li jkollna inċineratur tirrikjedi ammont kontinwu ta’ skart biex jitma lill-inċineratur. Filwaqt li suppost li qed ninkoraġixxu t-tnaqqis tal-ġenerazzjoni tal-iskart, l-inċineratur jirrikjedi l-oppost: il-ġenerazzjoni kontinwa ta’ ammont sostanzjali ta’ skart. Mingħajru l-inċineratur ikollu jagħmel id-dieta.

Is-separazzjoni tal-iskart tinvolvi l-għażla ta’ tipi differenti ta’ skart. Dan jiffaċilita li l-iskart li jkun intagħżel ikun użat u mhux mormi. Is-separazzjoni tal-iskart organiku, per eżempju, jiffaċilita it-trattament ta’ dan l-iskart biex minnu jkun prodott kemm l-elettriku kif ukoll il-kompost. L-iskart organiku jammonta għal madwar 50% tal-iskart iġġenerat fid-djar. Imma fl-industrija tal-catering l-iskart organiku jammonta għal porzjon ferm ikbar mill-iskart iġġenerat f’dik l-industrija.

Skond il-Wastserv, 27,000 tunellata ta’ skart organiku inġabru mid-djar matul l-2019. Dan jista’ jiżdied għal 70,000 tunellata fis-sena jekk f’kull dar nagħmlu sforz ikbar biex l-iskart organiku jkun separat. Il-Wasteserv ma tipprovdix informazzjoni dwar l-iskart miġbur mill-istabilimenti tal-ikel. Bħala riżultat ta’ dan in-nuqqas ta’ informazzjoni l-Wasteserve qed tindika li ma tafx x’qed jiġri f’dan il-qasam. Lanqas ma hu ċar jekk l-iskart organiku mhux ipproċessat li dan l-aħħar deher imħallat ma skart ieħor f’ritratti u filmati dwar l-operat tal-miżbla tal-Magħtab hux inkluż fl-informazzjoni ippubblikata mill-Wasteserv.

Li niġbru l-iskart organiku b’mod separt u li nipproċessawh ma jfissirx biss li jkun hemm inqas skart li jmur fil-miżbla: ifisser tnaqqis mhux żgħir fil-gassijiet serra (greenhouse gases) attribwibbli lil Malta u allura tnaqqis tal-impatt Malti fuq it-tibdil fil-klima.

Ir-riċiklaġġ tal-iskart f’Malta għadu lura meta mqabbel ma dak mistenni minna. L-unika qasam li qabad huwa dak li jirrigwarda l-iskart tal-ippakkeġġjar. Iż-żieda meħtieġa fir-riċiklar ukoll tnaqqas l-iskart li jinġabar fil-miżbla u għaldaqstant meta naslu biex inżidu r-rata tar-riċiklar il-Wasteserv ikollha inqas ħtieġa li tuża’ art agrikola biex testendi l-miżbla tal-Magħtab.

L-għajnuna li nistgħu nagħtu lill-bdiewa tal-Magħtab biex ikunu jistgħu jibqgħu jaħdmu ir-raba’ tista’ timmaterjalizza biss jekk inkunu kapaċi innaqqsu bil-kbir l-iskart li nibgħatu fil-miżbla. Għandna niftakru li l-istrateġija kurrenti għall-immaniġjar tal-iskart fil-gżejjer Maltin għandha l-mira ta’ skart zero sas-sena 2050. Għadna lura biex naslu!

Ippubblikat fuq Illum : il-Ħadd 1 ta’ Marzu 2020

Reducing waste generation protects agricultural land

Birżebbuġa residents complain about the noise generated by the Freeport. Floriana residents complain about the impact of cruise liners on their lives through depleted air quality, as well as acoustic pollution. The residents of Gudja, Luqa, Kirkop and other villages in the area are affected by the operations of our only airport. The Sant’ Antnin Waste Treatment Plant has never been considered a good neighbour by the residents of Marsaskala.

Understandably, no one wants a landfill on his doorstep. In addition to bad neighbourliness, matters are even worse if the projected landfill (or a waste management facility) takes over your means of making a living. This is the case that the Magħtab residents and farmers are emphasising.

The Magħtab landfill has been in operation since 1977, when use of the landfill at Wied Fulija (Iż-Żurrieq) was being scaled down.

The Magħtab farmers have been at the receiving end for quite some time. One particular farmer, whom I met last week, told me – way back in 1975 – his family was dispossessed of 75 tumoli (over 84,000 square metres) of agricultural land that was taken over for the then proposed landfill. Today, another 25 tumoli (around 28,000 square metres) of agricultural land worked by the same family will also be taken up.

The point at issue is whether the proposed take-over of 254,144 square metres of additional land, mostly agricultural, to be absorbed into the Magħtab landfill complex, can be avoided, in whole or in part.

Futhermore, is it fair – or even ethical – for one section of the population to be expected to bear the brunt of impacts to which each one of us contributes? Should the burden not be spread, thereby ensuring that all communities shoulder part of it?

Where do we draw the line?

Limiting myself to the current issues of waste management, the problems to be faced have to be first resolved on the drawing board, on the basis of the policy options available. Subsequently, we need to ensure that the established targets are scrupulously observed in practice.

Waste minimisation, waste separation and waste recycling are three basic waste-management tools which should be used properly. Adequate use of such tools would reduce substantially the amount of waste going to landfill. As a result, if properly utilised, these policy tools would lead to a substantially reduced demand for land to be used as a landfill. This is the objective of the EU acquis which we ought to have followed since 2004 on EU accession.

A policy of waste minimisation involves a planned reduction of waste generation and initiatives relating to electronic government are a positive step in this direction. Paperless administrative processes reduce paper waste, for example, although sometimes they just shift the generation of the waste from one user to another. Reducing packaging waste also contributes substantially to waste minimisation. Even in our homes we can ensure that we minimise the waste that we generate: educational campaigns play a much important role in this respect.

There is, however, a contradiction in government policy in this regard: the decision to develop an incinerator requires a steady flow of waste to feed it. While we should be encouraging waste minimisation, the incinerator would require the opposite, waste maximisation – otherwise it would have to go on a diet.

Waste separation at source involves identifying and separating different streams of waste. This facilitates dealing appropriately with such waste. The separation of organic waste, for example, makes it possible to treat such waste in an appropriate digestor, thereby producing electricity and compost. Organic waste accounts for approximately 50 per cent of domestic waste. It does, however, account for a much larger portion of the waste generated by the catering industry.

Having a separate collection of organic waste has, according to Wastserv, resulted in a substantial amount of organic waste being collected from domestic households: 27,000 tonnes during 2019. This has the potential to grow to around 70,000 tonnes annually, if every household makes an effort in the separate disposal of organic waste. Wasteserv, however, does not provide data regarding organic waste collected from catering establishments, thereby indicating that this is not of any significance. Nor is it clear whether the unprocessed organic waste seen mixed with other general waste at the Magħtab landfill is included in Wasteserv’s published statistics on collected organic waste.

The separate collection of organic waste not only contributes to a substantial reduction in the amount of waste going to landfill: it also contributes to a reduction in released greenhouse gases, thereby reducing Malta’s contribution to climate change.

Waste recycling in Malta is still far behind what is expected. Malta’s recycling rates are still very low, except in the area of packaging waste. Adequate recycling would substantially reduce the amount of waste going to landfills, as a result reducing the uptake by Wasteserv of agricultural land for use for this purpose.

We can only help our farmers keep their agricultural land if we reduce – and eventually eliminate – waste going to landfills. We should remember that the current Waste Management Strategy for the Maltese Islands has targeted the attainment of a zero-waste objective by 2050.

Our performance to date is not encouraging.

Published in the Independent on Sunday : 1 March 2020

L-iżbilanċ ambjentali

L-iżbilanċ ambjentali qiegħed dejjem jiżdied. Fid-diskors twil iżżejjed tiegħu meta ħabbar il-Baġit, il-Ministru tal-Finanzi Edward Scicluna dan il-fatt ma jagħtix kas tiegħu.

L-iżviluppaturi tal-propjetà, permezz tal-assoċjazzjoni tagħhom l-MDA esprimaw is-sodisfazzjon tagħhom dwar Baġit li għal darba oħra aċċetta l-proposti tagħhom biex l-iskemi ta’ inċentivi dwar tnaqqis ta’ taxxi marbuta max-xiri tal-propjetà jkunu estiżi. Il-Baġit jippreżenta dawn il-proposti b’libsa ta’ proposti soċjali. Fir-realtà huma miżuri kontra l-ambjent għax għandhom impatt dirett fuq iktar żvilupp ta’ art kif ukoll fuq l-intensifikazzjoni tal-iżvilupp fiż-żoni urbani tagħna.

It-turiżmu tal-Cruise liners huwa mfaħħar fid-diskors tal-Baġit. Il-Ministru Scicluna jentużjażma ruħu ftit iżżejjed meta jħabbar fid-diskors tiegħu li l-industrija tal-cruise liners f’Malta kibret b’75% tul dawn l-aħħar sitt snin. Il-Ministru Scicluna, probabbilment mhux konxju biżżejjed li l-industrija tal-cruise liners hi kontributur mhux żgħir fil-kontaminazzjoni tal-kwalità tal-arja.

Jeżistu diversi studji dwar l-impatti ambjentali tal-cruise liners fl-ibħra internazzjonali. Il-materja kienet mistħarrġa ukoll minn għaqda ambjentali lokali bl-għajnuna ta’ għaqda ambjentali Ġermaniża. Il-kampjuni tal-arja li ħadu mill-inħawi tal-Port il-Kbir jindikaw preżenza mhux żgħira ta’ partikoli mikroskopiċi fl-arja li qed jispiċċaw fil-pulmun ta’ dawk li jgħixu, jaħdmu inkella sempliċiment jgħaddu mil-lokalitajiet madwar il-Port il-Kbir. Bla dubju l-istess ħaġa insibuha f’Birżebbuġa bħala riżultat tal-operazzjonijiet tal-Port Ħieles.

Biex dan ikun indirizzat, soluzzjoni possibli tkun l-introduzzjoni ta’ obbligu li l-vapuri jagħmlu użu minn elettriku ġġenerat fuq l-art meta dawn ikunu mal-moll. Dwar dan diġa saru studji preliminari. L-istudji, iżda, mhumiex biżżejjed. Jirrikjedu ukoll id-disponibilità għall-azzjoni – disponibilità li presentement ma teżistix. L-istudju dwar il-Port il-Kbir sar fl-2014 filwaqt li dak dwar Birżebbuġa sar fl-2018. Dwar dan kollu d-diskors tal-Baġit hu sieket.

Il-Gvern għadu ma ħabbarx id-data li minnha ‘l-quddiem mhux ser ikun possibli li jkunu impurtati f’Malta karozzi li jaħdmu bil-petrol jew bid-diżil. Ġejna nfurmati li din id-data tista’ titħabbar fl-2020. It-tfassil tal-istrateġija tal-Gvern f’dan il-qasam qed tieħu fit-tul biex tieħu sura meta kien il-Prim Ministru nnifsu li ħabbarha iktar minn sentejn ilu. Ma hemm l-ebda serjetà fil-mod kif din l-istrateġija qed tkun imfassla. Il-materja mhix biss dwar li ma nimpurtawx iktar karozzi li jaħdmu bil-petrol jew bid-diżil.

Tinvolvi ukoll l-interess esaġerat kurrenti fl-iżvilupp ta’ pompi tal-petrol ġodda f’diversi inħawi ta’ Malta. Għax xi ħtieġa hemm għal iktar pompi tal-petrol meta d-deċiżjoni dwar l-elettrifikazzjoni tat-trasport privat qiegħed wara l-bieb? Moratorju immedjat dwar l-iżvilupp ta’ pompi tal-petrol ġodda kienet tkun deċiżjoni tajba u f’waqtha, meta hu aċċettat minn kulħadd li ma hemmx użu għalihom!

Il-Baġit, ifaħħar u jiftaħar bl-investiment massiċċ fl-infrastruttura tat-toroq. B’mod partikolari dwar mini jew fly-overs li x-xogħol dwarhom għaddej inkella qiegħed fi stadju avvanzat ta’ ippjanar.

Il-ġustifikazzjoni għal dan, minn dikjarazzjonijiet diversi li saru matul ix-xhur li għaddew, hi, biex tkun indirizzata l-konġestjoni tat-traffiku. Studji li saru madwar id-dinja kollha repetutament żvelaw li dawn it-tipi ta’ żviluppi fl-infrastruttura tat-toroq inevitabilment twassal għal-iktar traffiku.

Il-Minstru dan kollu jinjorah u jibqa’ jinsisti li jarmi daqstant miljuni ta’ ewro. Apparti li jgħarbel ftit l-esperjenza f’pajjiżi oħra, l-Onor. Ministru għandu jikkonsulta ruħu wkoll mal-Master-Plan għat-Trasport li tfassal taħt id-direzzjoni tal-Gvern li minnu jifforma parti u li b’mod mill-iktar ċar ifisser kif it-tnaqqis tal-karozzi privati mit-toroq tagħna hu għan essenzjali. Il-Ministru għall-Finanzi għandu jfittex li jkun jaf l-għaliex il-Gvern jitlob il-pariri u mbagħad dawn ikunu injorati.

Fl-aħħar il-Gvern irrealizza li hemm ħtieġa ta’ strateġija għal Green New Deal. Din hija strateġija li tindirizza l-impatti tat-tibdil fil-klima b’mod sostenibbli: ekonomikament, ekologikament u soċjalment. Imma biex strateġija ta’ dan ix-xorta tkun tagħmel sens, il-Gvern għandu, l-ewwel u qabel kollox iżarma l-istrateġiji li diġa għandu u li huma dijametrikament opposti għall-Green New Deal.

Ma jagħmilx sens, per eżempju, li filwaqt li l-Gvern repetutament jiddikjara ruħu favur il-ħtieġa tal-ħarsien ambjentali, imma mbagħad kontinwament joħroġ inċentivi biex jinkoraġixxi is-suq tal-propjetà. Lanqas ma jagħmel sens li jibqa’ għaddej bil-programm intensiv tal-iżvilupp tal-infrastruttura tat-toroq jew li jibqa’ għaddej bil-pjani dwar l-iżvilupp tal-mina bejn Malta u Għawdex li inevitabilment ser isservi biex iktar karozzi jaqsmu bejn il-gżejjer b’faċilità.

Flok l-għotjiet għax-xiri tal-batteriji għall-ħażna tal-elettriku ġġenerat mill-pannelli fotovoltajiċi kien ikun ferm aħjar kieku l-Gvern jagħti bidu għal investiment massiv biex ikun assigurat li s-sistema tad-distribuzzjoni tal-elettriku titjib għax hu b’dan li jista’ jkun aċċertat illi fid-djar tagħna jkun possibli li niġġeneraw iktar elettriku mix-xemx. In-nuqqas ta’ miżuri effettivi biex tkun iġġenerata iktar enerġija minn sorsi rinovabbli juru kemm mhu veru xejn li l-Gvern hu kommess favur t-tfassil u l-implimentazzjoni ta’ strateġija dwar il-Green New Deal.

Il-Ministru tal-Finanzi qed jgħaddina biż-żmien meta f’nifs wieħed jinsisti jitkellem dwar Għawdex bħala gżira ekoloġika filwaqt li jibqa’ jinsisti fuq “ħtieġa” għall-mina bejn il-gżejjer. Mina li ser taċċellera l-ħsara ambjentali fil-gżira Għawdxija.

L-iżbilanċ ambjentali qed jikber kontinwament, bla ebda kontroll ta’ xejn.

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

 

The environmental deficit

The environmental deficit is still rising and  the long-winded Budget speech by Finance Minister Edward Scicluna last Monday did not address it.

Through the MDA, their association, property developers have expressed satisfaction at the Budget as, once more, it has taken up their proposals intended to further extend tax incentive schemes linked to the purchase of property. The budget presents these measures as being of a social nature when, in fact, that are anti-environmental measures because their direct impact is the take-up of more land as well as additional pressure on the intensification of the development of our urban areas.

Cruise liner tourism comes in for substantial praise in the Budget speech. Minister Scicluna was over-enthusiastic in announcing that there has been a 75 per cent  increase in the cruise liner industry in Malta over the last six years. He may not be sufficiently aware that the cruise liner industry is a substantial contributor to the degradation of air quality. Various studies have been carried out on the environmental impacts of cruise liners on the high seas and the subject has also been studied by a local environmental NGO with the support of their German counterparts.

Their studies revealed that air samples taken from the Grand Harbour area indicte the presence of a high level of microscopic particulate matter, which is ending in the respiratory systems of those living, working or passing through this area. Similar issues undoubtedly exist in Birżebbuġa as a result of the operations of the Freeport.

A possible solution to address this problem  is the introduction of a compulsory shore-to-ship electricity supply – in respect of which preliminary studies have already been carried out. The studies, however, are not enough. They require a commitment to act – a commitment is currently non-existent. The studies date back to 2014 in respect of the Grand Harbour and to 2018 in respect of Birżebbuġa.

The government has not yet announced the cut-off date for the importation of cars running on petrol and diesel. We were informed that it may be announced some time in 2020. The government strategy in this respect is taking too long too formulate – given that it was announced by the Prime Minister over two years ago.

There is alack of seriousness about the manner in which this issue is being addressed. It  does not just involve determining when no more vehicles running on petrol or diesel will be imported; it also involves the current acute interest in the development of new fuel service stations in various parts of the island. Why do we need such fuel service stations if electrification of private transport is around the corner? An immediate moratorium on the development of new fuel service stations would have been quite appropriate, given that it is accepted by one and all that there will be no use for them!

In addition, the budget praises the heavy investment in road infrastructure, in particular the construction fly-overs and tunnels, the construction of which are either already in hand or else at an advanced state of planning. The justification for this, as has been made through various statements over the months, is to address the ever-increasing traffic congestion.

Studies carried out all over the world have repeatedly revealed that such developments in the road infrastructure inevitably leads to more traffic. Minster Scicluna ignores this experience from other countries and keeps insisting in channelling millions of euros down the drain. He should consult the Transport Master-Plan, drawn up under the direction of his own government, which clearly lists the reduction of the number of vehicles on our roads as an essential objective. The Finance Minister should query why his government commissions experts for their advice which it then ignores.

The Government has, at last realised that it needs a ‘Green New Deal’ strategy – a strategy which addresses the impacts of climate change sustainably, economically, ecologically and socially. But for such a strategy to make sense, it should first dismantle its existing strategies which are in direct opposition to a ‘Green New Deal’.

It does not make sense, for example, for the Government to declare the need to protect the environment and then hands out all sorts of incentives to encourage the property market. Nor does it make sense to keep to its programme of intensive development of the road infrastructure, or to keep pushing for the development of a tunnel between Malta and Gozo, which will only serve the free movement of more cars between the islands.

Instead of grants for batteries to store electricity generated through solar panels, it would have been much better had the Government embarked on a massive investment to ensure a better distribution network of electricity, as this would – of itself – increase the potential for the generation of more renewable energy by households. The lack of effective measures to generate more energy from renewable sources clearly shows that Government is not really committed to drafting and implementing a real ‘Green New Deal’ strategy.

The Minister of Finance is taking everybody for a ride when, on the one hand he speaks of Gozo as an ecological island and then, on the other, keeps insisting on the ‘need’ for a tunnel between the islands, – which will only serve to accelerate the environmental degradation of Gozo.

The environmental deficit is clearly out of control.

 

published on The Malta Independent on Sunday 20 October 2019

Tniġġiż tal-arja fil-portijiet

Il-kwalità tal-arja fil-portijiet tagħna hi ta’ tħassib kbir. Niddependu minnha biex nieħdu n-nifs. Ir-residenti fil-lokalitajiet madwar il-portijiet qed isiru iktar konxji ta’ dan u jinsistu b’qawwa li tittieħed azzjoni. Ilkoll huma mħassbin miż-żieda astronomika fil-mard respiratorju madwarhom u fil-pajjiż kollu.

Madwar sena ilu l-għaqda ambjentali Maltija Birdlife flimkien ma’ esperti minn għaqda ambjentali Ġermaniża ħadet sehem f’eserċizzju li fih tkejlet il-kwalità tal-arja. Il-kampjuni tal-arja li nġabru minn madwar il-Port il-Kbir kienu jindikaw presenza għolja ta’ trab fin, li ħafna drabi jispiċċa fil-pulmun tagħna.

Il-Port il-Kbir hu ċentru ta’ attività marittima. Jinkludi terminal tal-cruise liners li tul dawn l-aħħar ħames snin kellu medja ta’ 300 cruise liner fis-sena li ġie Malta.

Il-Cruise liners jużaw ħafna elettriku.

Il-grupp ambjentali T & E (Transport and Environment) f’ rapport li kien ħareġ u li kien hemm referenza għalih fil-media lokali, kien qal li l-emmissjonijiet tal-kubrit mill-cruise liners li żaru Malta żdiedu biex fl-2017 kienu madwar 148 darba tal-emissjonijiet tal-kubrit mill-karozzi karozzi kollha fil-gżejjer Maltin dakinnhar. Din il-konklużjoni kienu waslu għaliha meta studjaw informazzjoni li kisbu mis-satelliti.

L-istazzjon televiżiv Ingliż Channel 4, f’rapport investigattiv li xandar madwar sentejn ilu li kien jiffoka fuq il-linja tal-cruise liners P & O kien ikkonkluda li t-tniġġiż li joħloq cruise liner li jġorr madwar 2,000 passiġġier matul kull ġurnata li jopera kien ekwivalenti għat-tniġġiż ta’ miljun karozza kuljum. Dawn il-vapuri l-kbar jagħmlu użu mill-heavy fuel oil, żejt li kif smajna ħafna drabi tul is-snin iħammeġ ħafna. Fost oħajn fih ammont għoli ta’ kubrit – madwar 3,500 darba daqs kemm hemm fil-fuel li jintuża għall-karozzi.

Jista’ jkun hemm nuqqas ta’ qbil fuq iċ-ċifri eżatti tal-emissjonijiet minn dawn il-vapuri. Ħadd iżda ma jkkontesta li dawn huma sostanzjali.

Il-komunità internazzjonali tfittex kontinwament li tirregola dak li jseħħ fl-ibħra internazzjonali. Aħna, iżda, bħala pajjiż għandna noqgħodu ferm iktar attenti għal dak li qed jiġri fil-portijiet u l-ibħra tagħna. L-emissjonijiet, b’mod partikolari dawk ta’ trab fin minn vapuri fil-portijiet u l-ibħra Maltin għandhom impatt dirett fuq il-komunitajiet residenzjali li jgħixu fil-madwar. Dan jgħodd b’mod partikolari għall-lokalitajiet fil-Port il-Kbir kif ukoll għal dawk fill-Bajja ta’ Marsaxlokk.

Hemm żewġ materji partikolari li għandhom jingħataw prijorità. L-ewwel nett hemm ħtieġa li l-awtoritajiet regolatorji Maltin jinfurzaw b’mod strett ir-regoli ta’ l-Unjoni Ewropea li jobbligaw lill-operaturi tal-vapuri li fil-portijiet juzaw zjut li jniġġsu inqas u b’mod partikolari li dawn ikollhom kontenut baxx ta’ kubrit. It-tieni miżura meħtieġa hi dwar it-titjib fl-infrastruttura tal-portijiet tagħna biex ikun possibli illi l-vapuri li jidħlu fil-portijiet tagħna jagħmlu użu minn elettriku ġġenerat fuq l-art u b’hekk ikun possibli illi jintfew il-ġeneraturi tal-elettriku fuq il-vapuri. Miżura ta’ din ix-xorta telimina t-tniġġiż tal-vapuri fil-portijiet tagħna minn dak il-mument li jitfew il-ġeneraturi.

F’Malta diġa saru tal-inqas żewġ studji dwar l-implikazzjonijiet kemm-il darba l-vapuri li jżuru Malta jkollhom jagħmlu użu minn elettriku ġġenerat fuq l-art. L-ewwel studju kien sar fuq talba ta’ Transport Malta u kien konkluż fl- 2014 filwaqt li t-tieni wieħed, li kienkonkluż fl-2018 kien ġie kkummissjonat mill-management tat-Terminal tal-Port Ħieles. Iż-żewġ studji kkonkludew illi kemm-il darba l-vapuri li jżuru Malta jibdew jagħmlu użu minn elettriku ġġenerat mill-art, meta jkunu fil-portijiet tagħna, ikun hemm titjib sostanzjali fil-kwalità tal-arja fl-istess portijiet u fil-lokalitajiet kollha li jmissu magħhom. Ir-rapporti jikkonkludu ukoll li dwar jekk dan jaqbilx ekonomikament jew le, fl-aħħar jiddependi fuq kif jaġixxu l-kompetituri tagħna!

Irridu nistaqsu mistoqsija waħda ċara: jagħmel sens li ninkoraġixxu u niddependu fuq ħidma ekonomika li tagħmel ħsara lil saħhitna?

It-tweġiba għal din il-mistoqsija hi ovvjament le. Il-portijiet tagħna huma riżors prezzjuz li għandna nużawh biex intejbu l-kwalità tal-ħajja tal-kommunitajiet madwar il-kosta.

ippubblikat fuq Illum : il-Ħadd 18 t’Awwissu 2019

Air Pollution in our ports

The quality of the air we breath in our major ports is worrying. More residents in the areas around our ports are aware of this and are demanding action: they are all worried by the astronomic increases in the incidence of respiratory illnesses.

Around 12 months ago Maltese eNGO Birdlife carried out an air quality measurement exercise with the support of German experts from the German eNGO Nature and Biodiversity Union (NABU). Air samples taken from the Grand Harbour area indicted the presence of a high level of microscopic particulate matter, which ends up in our lungs.

The Grand Harbour is a hub of shipping activity and also includes a cruise liner terminal which, during the last five years, has had an average annual call rate of over 300 cruise liners.

Cruise liners make use of a large amount of electricity.  In a report covered in the local media, the campaign group T & E (Transport and Environment) said that sulphur emissions from cruise liners visiting Malta in 2017 were around 148 times as much as those emitted from the entire car fleet on the islands. This conclusion was reached after analysing satellite data.

In an investigative report it carried out two years ago focused on the P & O cruise liner company, the UK Television Channel 4 concluded that a cruise liner carrying around two thousand passengers had a daily pollution equivalent to one million cars. Large ships run on heavy fuel oil, which contains 3.5% sulphur – 3,500 times what is permitted in road fuel. There may be a lack of agreement on the exact figures for emissions from the shipping industry, but no one contests that they are substantial.

The international community continuously deals with what happens on the high seas. We can, however, deal more appropriately with what goes on in our ports. Particulate emissions in our ports by the shipping industry has a direct bearing on the residential communities surrounding our ports, notably Grand Harbour and Marsaxlokk Bay.

There are two specific issues which need to be prioritised. The first is for the regulatory authorities to ensure that EU legislation on restricting fuel use to the low sulphur type is observed. The second concerns the need to focus on infrastructural improvements in our ports to facilitate supplying the shipping industry with shore-based electricity, as a result ensuring that the ships’ generators – and consequently the resulting emissions to air –  stops when the ship berthed.

Two studies have already been carried out in Malta on the implications of a shore-to-ship electricity supply for the shipping industry. The first, which was completed in 2014, was carried out by Transport Malta and the second, carried out on behalf of the Malta Freeport Terminals, was completed in 2018. Both studies came to the conclusion that if the shipping industry changed to shore-side electricity there would be a substantial improvement in air quality in our ports. The issue of feasibility, however, is substantially dependent on what our competitors decide!

Does it make sense to keep encouraging economic activity that harms our health? The answer to this question is a definite “no”. Our ports are a most precious natural resource that we should use to enhance the quality of life of our coastal communities.

published on The Malta Independent on Sunday : 18 August 2019

Pajjiż storbjuż

Malta hu pajjiż storbjuż iżżejjed. It-tniġġiż minn storbju esaġerat jeħtieġ li jkun indirizzat b’mod urġenti minħabba li dan għandu impatt mhux żgħir fuq is-saħħa tagħna lkoll. Il-problema tal-istorbju f’dan il-pajjiż hi waħda kontinwa, imma din tiżdied sostanzjalment matul ix-xhur tas-sajf minħabba li jkun hawn żieda ta’ attivitajiet ta’ divertiment li jsiru fl-apert.

Mhiex problema li qiegħda f’xi lokalità waħda partikolari. Hi fil-fatt mifruxa mal-pajjiż kollu.

Meta storbju esaġerat ikun iġġenerat minn ġo post mibni, permezz ta’ teknoloġija eżistenti, jekk din tkun użata sewwa, hu possibli li l-impatti jkunu mnaqqsa. Imma meta l-istorbju jkun iġġenerat fl-apert, is-soluzzjoni hi waħda: elimina is-sors f’dawk il-ħinijiet li joħloq inkonvenjent kif ukoll li permezz tal-permessi maħruġa jkun determinat limitu permissibli imma raġjonevoli ta’ kemm jista’ jsir storbju. Biex dan iseħħ, imma, jeħtieġ qafas regolatorju kif ukoll it-taħriġ sewwa ta’ dawk li jkunu meħtieġa li jintervjenu biex iwaqqfu l-eċċess tal-istorbju ġġenerat meta l-limitu stabilit jinqabeż jew ma jkunx osservat.

Sfortunatament dan il-qafas regolatorju ma jeżistix f’pajjiżna. Agħar minn hekk, il-Pulizija, li toħroġ il-permessi għall-attivitajiet ta’ divertiment li jsiru fl-apert, ma għandha l-ebda sensittività għal dan kollu. Meta taġixxi dwar l-ilmenti li tirċievi tagħmel dan bl-iżjed mod kajman possibli.

Madwar tliet snin ilu residenti tal-Isla kienu qed jilmentaw li l-ħidma tat-Tarżna ta’ Palumbo, b’mod partikolari matul il-lejl, kienet ta’ inkonvenjent kbir għalihom u ma kienitx qed tħallihom jistrieħu. Anna Spiteri, ambjentalista residenti fl-Isla, kienet, għan-nom tar-residenti, marret il-Qorti dwar dan. Ilkoll niftakru kif dakinnhar kien ħareġ ċar li l-Korp tal-Pulizija la hu mħarreġ u lanqas għandu l-għodda teknika biex ikun jista’ jaġixxi f’dawn iċ-ċirkustanzi. Minn dakinnhar lil hawn, jiena infurmat li t-Tarżna ta’ Palumbo ħadet passi biex l-istorbju ġġenerat bi nhar ikun indirizzat b’ilqugħ kif ukoll qed tevita xogħol li jiġġenera l-istorbu billejl!

Issa, fil-bidu tas-sajf ir-residenti tal-Isla huma għal darba oħra ibbumbardjati bil-ħsejjes ta’ mużika qawwija minn attivitajiet ta’ divertiment li jkunu organizzati f’ Sant Anġlu kważi f’kull tmiem il-ġimgħa. Dan apparti l-istobju minn opri tal-baħar mikrija jduru mal-port billejl u li flimkien ma’ bosta attivitajiet storbjużi oħra għaddejjin kontinwament. Kollha suppost li bil-permess!

Allura ir-residenti tal-Isla (u oħrajn) għandhom ta’ bil-fors jerġgħu jgħaddu mill-battikata li ħadu ma ta’ Palumbo biex jassiguraw l-osservanza tal-liġi u li huma jkunu mħarsa?
Mid-dehra l-Pulizija fl-inħawi ma tgħallmu xejn mill-ilmenti dwar Palumbo u dan għax l-ilmenti dwar storbju minn mużika li qed toriġina minn attività ta’ divertiment billejl dieħlin il-ħin kollu. Il-Pulizija mhix konxja li lkoll kemm aħna għandna dritt li nistrieħu matul il-lejl. Dawk li jagħżlu li ma jistriħux u jibqgħu attivi matul il-ħin tal-mistrieħ għandhom l-obbligu li ma jiddisturbawx lill-bqija!

Dan mhux qed iseħħ biss madwar il-Port il-Kbir. Residenti ta’ Ħaż-Żebbuġ, ir-Rabat u Ħ’Attard, kontinwament jilmentaw ukoll, l-iktar matul is-sajf, dwar storbju matul il-lejl minn stabilimenti tad-divertiment fiż-żona. Storbju li jtellef il-mistrieh u hu ta’ inkonvenjent kbir. Ħadd mhu jagħti każ.

Xi snin ilu saru regolamenti li jipprojibixxu xogħol ta’ kostruzzjoni kmieni fil-għodu (qabel is- 7 am) inkella tard fil-għaxija (wara t-8 pm) jew fil-Ħdud u l-festi. Anke dawn ir-regolamenti ċari mhux osservati sewwa u dan billi bosta xogħol ta’ kostruzzjoni jsir f’dawn il-ħinijiet. Il-Pulizija bosta drabi ma jagħmlu xejn. Inkella jdumu ma jiċċaqalqu meta tinġibed l-attenzjoni tagħhom.

Probabbli ħafna li l-awtoritajiet għandhom risposta għal dan kollu: il-materja qed tiġi studjata. Ilhom jistudjaw għal żmien twil, imma s’issa jidher li għadhom ma tgħallmu xejn!

Ippubblikat fuq Illum : Il-Ħadd 30 ta’ Ġunju 2019

In a noisy country

Malta is an extraordinarily noisy country and noise pollution needs to be tackled as a matter of urgency because of the effect on our health due to the excessive noise to which we are continuously subjected. The issue of noise pollution is a continuous one but it intensifies during the summer months when more entertainment activities are held in the open. And this is not an issue that is limited to any particular locality – it is present in various localities.

When excessive noise is generated from inside a building, available technology – if used appropriately – can generally help mitigate its impact by reducing the transmission as much as possible. However, when the noise is generated in the open air there is only one solution: stop the source during the hours when it causes the most inconvenience and ensure that the permits issued clearly define the permissible (and reasonable) limits of the noise generated. This requires an appropriate regulatory framework as well as trained staff who can assess when it is appropriate to act in order to stop the generation of excessive noise if the permissible limits are exceeded or not observed at all.

Unfortunately, we still lack such a regulatory authority. To add insult to injury, the Police, who issue permits for the organisation of outdoor events, are not sensitive to the matter and are either slow to take any action – or do not take any at all – whenever complaints come their way.

Some three years ago, Senglea residents complained about the operations of Palumbo Shipyards as work in hand during the night were the cause of many sleepless nights. Anna Spiteri, an environmental scientist and Senglea resident took the matter to Court on behalf of Senglea residents. We can remember how it was then very clear that the Police force are neither trained nor technically equipped to deal with the matter. Since then, however, I am informed that Palumbo Shipyards have set up noise buffers along Dock Number 6 and are refraining from noise-generating activity during the night!

Now, as soon as summer begins, Senglea residents are once again being bombarded by very loud music from entertainment activities held at St.Angelo on practically every weekend. In addition, the rented-out party boats and other noisy festivities which, from now on, will colour most summer nights – endorsed by the inevitable permit – amplify the problem!

Should Senglea residents, and others along the coast of the Grand Harbour, go through the same ordeal they went through with Palumbo Shipyards in order to have the law enforced and their rights protected?

Apparently the Police in the area have not learned any lessons from the Palumbo affair as complaints have been pouring in during the past weeks as a result of entertainment activities playing loud music well into the night. The Police are, unfortunately, not aware that all of us have a right to rest during the night and those who choose not to have a rest still have a duty to not disturb those of us who do.

This is not only happening in the Grand Harbour area. Residents at Ħaż-Żebbuġ, Rabat and Attard, complain all year round as their nights are continuously disturbed by entertainment activities which generate lots of noise during the night, causing a major inconvenience to residents. Who cares?

Some time ago, regulations were introduced prohibiting construction work before 7 am, or after 8 pm and on Sundays and public holidays. Even these straightforward regulations are not being enforced well enough, because work is still going on outside  the permitted time in various areas and the Police, when alerted, rarely take any action.

Most probably the authorities have an answer to the above: the matter is being studied. They have been studying for a very long time, but, unfortunately, they do not seem to have learnt anything yet!

published in The Malta Independent on Sunday : 30 June 2019

12-il minuta pjaċir

F’waħda mill-ħrejjef minsuġa mill-konsulenti tal-Gvern, ġejna nfurmati li l-infieq massiċċ fl-infrastruttura tat-toroq ser iwassal biex ikollna 12-il minuta iktar fil-ġimgħa miżjuda mal-ħin liberu tagħna, ħin li illum hu mitluf.

Din iż-żieda fil-ħin liberu tagħna, qalulna, ser tkun possibli għax ser neħlu inqas fit-traffiku. Sa fejn naf jien, dak li ntqal eżatt f’din il-ħrafa għad mhuwiex ippubblikat. Nafu bl-eżistenza tagħha permezz ta’ waħda mill-attivitajiet pubbliċi tal-Onorevoli Ministru tat-Trasport Ian Borg!

Xi snin ilu, kien ippubblikat studju serju, intitolat The External Costs of Passenger and Commercial Vehicles use in Malta. Dan kien ippubblikat mill-Istitut dwar il-Bidla fil-Klima u l-Iżvilupp Sostenibbli fl-Università ta’ Malta. F’dan l-istudju, iffinanzjat mill-Unjoni Ewropeja, kien ġie stmat li l-ħin li jintilef fil-konġestjoni tat-traffiku f’Malta minn kull persuna li ssuq jammonta għal madwar 52 siegħa fis-sena, u ċjoe madwar 60 minuta fil-ġimgħa. Billi dan l-istudju kien ippubblikat erba’ snin ilu, fl-2015, probabbilment li s-sitwazzjoni illum hi xi ftit agħar minn hekk ukoll. Imma anke minn din iċ-ċifra ta’ 60 minuta fil-ġimgħa, diġa jidher li l-konsulenti tal-Gvern għadhom ftit lura: għax għad baqa’ 80% tal-ħin mitluf fil-konġestjoni tat-traffiku li għadhom l-anqas biss xammewh.

Il-problema bażika li għandu l-Gvern bil-politika tat-trasport tiegħu hi li l-miżuri u l-inizjattivi li qed jieħu biex jindirizza l-konġestjoni tat-traffiku huma indirizzati lejn l-effetti li jirriżultaw mill-użu tat-toroq. Mhux qed ikun indirizzat b’mod adegwat dak li qed jikkawża din il-konġestjoni. Jekk inħarsu fit-tul, li jitwessgħu t-toroq, inkella li tkun żviluppata l-infrastruttura tat-toroq biex dawn jifilħu iktar karozzi qatt ma ser jagħti riżultati sodisfaċenti. Is-sitwazzjoni inevitabilment taqleb għall-agħar, għax nispiċċaw nipposponu l-problemi għal iktar tard, meta ibagħad ikunu ferm agħar.

Miżuri li jimmiraw għal riżultati immedjati biex tiżdied l-effiċjenza tat-toroq jistgħu jagħtu riżultati kemm-il darba jintrabtu ma miżuri bl-iskop li jnaqqsu l-karozzi mit-toroq tagħna.

Ikun floku li nħarsu mill-ġdid lejn l-Istrateġija Nazzjonali tat-Trasport li twassal sal-2025: din identifikat li madwar ħamsin fil-mija tal-vjaġġi b’karozzi privati jieħdu inqas minn kwarta. Dan ifisser li l-inizjattivi tal-politika tat-trasport għandhom ikunu iffukati lejn il-movimenti tat-traffiku lokali u reġjonali. Ħidma iffukata f’din id-direzzjoni, bla dubju, tagħti riżultati fi żmien raġjonevoli.

Il-konġestjoni tat-traffiku hi riżultat tad-dipendenza akuta tagħna lkoll fuq il-karozzi. Hija din id-dipendenza li għandha tkun indirizzata bla iktar dewmien. Sfortunatament hu propju dan li l-Gvern u l-agenziji tiegħu qed jagħmlu ħilithom kollha biex jevitaw illi jindirizzaw.

Biex inkun ġust fil-kritika tiegħi għandi ngħid ukoll li ġew introdotti diversi miżuri biex iħeġġu lil min jagħmel użu minn mezzi alternattivi ta’ transport. Dawn jinkludu aċċess bla ħlas għat-trasport pubbliku għal diversi kategoriji kif ukoll miżuri biex ikun inkuraġġit l-użu tar-rota. L-enfasi fuq l-użu tat-trasport bil-baħar fil-portijiet huwa ukoll ta’ benefiċċju u dan billi mhux biss hu mezz effiċjenti ta’ mobilità imma għandu l-kosegwenza diretta li jnaqqas il-karozzi mit-toroq tagħna. Miżuri biex ikun indirizzat it-trasport tal-iskejjel kienu ukoll inizjattiva oħra importanti. Fil-ħidma tal-gvern hemm nuqqas wieħed importanti li jagħmel id-differenza kollha: il-gvern għażel inċentivi biex iħajjar lil min jibdel l-iġieba tiegħu. Jonqos li jieħu miżuri fil-konfront ta’ dawk li jibqgħu jużaw il-karozzi privati meta hu għaqli li dan m’għandux isir. Dan qed isir għal raġuni ovvja: biex ikunu evitati konsegwenzi politiċi tal-miżuri iebsa li huma meħtiega.

Għandhom ikunu użati b’mod estensiv miżuri fiskali biex jonqsu l-karozzi mit-toroq kemm b’mod permanenti kif ukoll f’ħinijiet speċifiċi.

Fost il-miżuri li jistgħu jkunu użati hemm il-congestion charge li hi użata f’bosta pajjizi. Din tinvolvi ħlas skont kemm iddum f’zoni li jkun fihom ħafna traffiku, intenzjonata biex ħadd ma jdum iktar milli għandu bżonn f’dawn iż-żoni, kif ukoll biex min jista’ jevithom jagħmel hekk ukoll.

Sfortunatament, din il-congestion charge li xi snin ilu kienet applikata l-Belt Valletta ġiet limitata fil-mod kif kienet qed tiġi applikata b’mod li naqqset l-effettività tagħha. Jekk l-applikabilità ta’ din il-congestion charge tkun imsaħħa hu estiża lil hinn mill-Belt Valletta l-impatt tagħha biex tkun indirizzata l-konġestjoni tat-traffiku fiz-zoni urbani ewlenin f’kull ħin tal-ġurnata tista’ tkun waħda sostanzjali. Gradwalment miżura bħal din twassal għal tnaqqis permanenti ta’ karozzi mit-toroq tagħna flimkien ma żieda sostanzjali kemm fl-użu tat-trasport pubbliku kif ukoll fl-użu ta’ mezzi alternattivi ta’ mobilità sostenibbli.

Politika tat-trasport iffukata biex tindirizza bis-serjetà dak li qed jikkawża l-konġestjoni tat-traffiku, bla ebda dubju, tagħtina ferm iktar minn 12-il minuta żieda fil-ħin liberu tagħna. Dejjem, imma, jekk tindirizza l-kawża reali: id-dipendenza tagħna fuq il-karozzi. Sakemm dan iseħħ ser nibqgħu nisimgħu iktar ħrejjef minsuġa mill-konsulenti tal-Ministru Ian Borg.

ippubblikat fuq Illum : 21 t’April 2019

12 minutes of fun

In one of the many fairy tales spun by government advisors, we have been informed that the heavy infrastructural investment in roads will result in all of us having the possibility of an additional 12 minutes of fun every week. This additional quality time, we are told, will result from spending less time in traffic congestion. As far as I am aware, the text of this fairy tale has not yet been published. So far, we have only been informed of its existence in one of the many media appearances of Transport Minister Ian Borg!

Some years back, a more serious study entitled The External Costs of Passenger and Commercial Vehicles use in Malta, published by the Institute for Climate Change and Sustainable Development of the University of Malta and funded by the EU, had estimated that the time lost in traffic congestion per commuter in Malta was 52 hours per annum. This works out at approximately 60 minutes per week. Matters are today much worse, as this study was published four years ago in 2015 and the situation has deteriorated further. Apparently, advisors to Infrastructure Malta have not yet accounted for at least 80% of the time estimated to be lost in traffic congestion.

The basic problem with government’s current transport policy is that its measures and initiatives to address traffic congestion are focused on the effects of road usage. The causes of traffic congestion are generally addressed in an inadequate manner. In the long term, increasing road capacity will not give satisfactory results. It will only make matters worse, as a result postponing the problem until a later date when it will be substantially much worse.

Short term measures which increase the efficiency of our roads will only yield results if they are coupled with robust measures intended to reduce cars from our roads.

It is pertinent to point out once more that the National Transport Master Plan 2025 has identified that around 50% of private vehicle trips on Maltese roads involve journeys of a duration of less than 15 minutes. This signifies that local and/or regional traffic movements should be the real focus of transport policy initiatives. This is the low-lying fruit which could give results in a reasonable time, if tackled adequately.

Traffic congestion is the symptom of our malaise: car dependency. It is car dependency which should be addressed head on. This is the real issue which government and its agencies are doing their utmost to avoid.

To be fair various measures have been introduced which seek to encourage the use of alternative means of transport. These include free access to public transport to various categories and various measures to encourage bicycle use. Emphasis on the use of sea transport in the port areas is also beneficial as in addition to being an efficient means of mobility it also reduces cars from our roads. Addressing school transport was also an important initiative. Government has however opted to use mostly carrots and not sticks in implementing transport policy and initiatives. The reasons for this are obvious: to avoid political backlash as much as possible.

Fiscal measures should be used extensively to reduce cars from roads both permanently as well as during particular and specific times of the day.

Among the measures that can be utilised, congestion charges are the most used in other countries. This involves the payment of a charge depending on the duration of your stay in those zones subject to heavy traffic. Its aim is to reduce traffic in such zones.

Unfortunately, the congestion charge applied some years ago in Valletta was curtailed such that nowadays it is not very effective. If the congestion charge is strengthened and gradually extended beyond Valletta its impact could be substantial in addressing traffic congestion at all times of the day around the major urban areas. Gradually such a measure would lead to a permanent reduction of cars from our roads and a substantial increase in use of public transport as well as alternative means of sustainable mobility.

A focused transport policy which seriously tackles the causes of traffic congestion would yield much more than an additional 12 minutes of fun. It has however to deal with the real issue: car dependency. Until such time we will keep listening to the fairy tales spun by Minister Ian Borg’s consultants.

published in The Malta Independent on Sunday : 21 April 2019