L-Ippjanar rasu l-isfel

Nhar l-Erbgħa, l-Kumitat Parlamentari dwar l-Ambjent u l-Ippjanar beda d-diskussjoni dwar jekk għandux ikun hemm tibdil fil-politika dwar il-pompi tal-petrol (u d-disil) (Fuel Service Stations Policy) tal-Awtorità tal-Ippjanar. Bla dubju kien xprunat mid-deċiżjonijiet riċenti tal-istess awtorità dwar pompi tal-petrol f’f’Burmarrad, Marsaskala u l-Magħtab. Hemm applikazzjonijiet pendenti għal pompi ġodda f’Ħ’Attard, l-Imqabba u l-Iklin fil-waqt li hemm madwar 60 pompa oħra qed jistennew il-permessi mill-Awtorità tal-Ippjanar biex itejbu l-faċilitajiet inkluż protezzjoni ambjentali u dan minn total eżistenti ta’ 85 pompa.

Il-kummenti validi kienu bosta. Ikkonċentraw l-iktar fuq il-ħtieġa li l-pompi tal-petrol fiż-żona urbana jingħalqu u li dawn jiċċaqalqu xi mkien ieħor. Ftit iżda kien hemm ħeġġa biex tkun diskussa l-qalba tal-materja: xi bżonn għandna tal-pompi tal-petrol?

Madwar ħames xhur ilu, il-Prim Ministru, wara li għal darba oħra ħares ħarsa sewwa lejn il-Manifest Elettorali ta’ Alternattiva Demokratika tal-2017, ħabbar, li l-Gvern immexxi minnu kien ser jagħti bidu għal process ta’ konsultazzjoni pubblika. Dan biex jistabilixxi data minn meta karozzi li jaħdmu bil-petrol u d-disil ma jkunux jistgħu jinbiegħu iktar biex minflok ikollna karozzi li jaħdmu bl-elettriku. Ma smajna xejn iktar dwar dan ħlief artiklu miktub mill-Ministru tat-Trasport Ian Borg entużjażmat li fis-snin li ġejjin ser nimxu fuq il-passi ta’ pajjiżi Ewropej oħra.

Il-Prim Ministru, bir-raġun kollu emfasizza li din il-bidla fil-politika tal-Gvern kienet meħtieġa minħabba li l-emmissjonijiet tal-karozzi kienu l-ikbar sors ta’ tniġġiż tal-arja fil-pajjiż. Għalfejn dan id-dewmien kollu biex ikunu stabiliti u mħabbra d-dettalji ta’ din id-deċiżjoni tajba? Uħud mill-pajjiżi Ewropej ilhom żmien li għamlu dan. In-Norveġja u l-Olanda stabilew is-sena 2025, il-Ġermanja qed tikkonsidra s-sena 2030, fil-waqt li Franza u r-Renju Unit huma mħajra għas-sena 2040 biex iwaqqfu l-bejgħ ta’ karozzi li jaħdmu bil-petrol u d-disil.

Id-diskussjoni dwar il-politika li tikkonċerna l-pompi tal-petrol/disil għandha issir f’kuntest wiesgħa tal-politika tat-trasport inkluż l-elettrifikazzjoni tal-mezzi privati tat-trasport.

Il-punt ewlieni tad-diskussjoni huwa li bħala riżultat tal-elettrifikazzjoni n-numru ta’ pompi tal-petrol/disel meħtieġa mhux ser jiżdied imma ser jonqos fuq medda ta’ snin u dan sakemm jasal għal xejn jew kważi xejn. Allura għalfejn nibnu u ninkoraġixxu l-bini ta’ iktar pompi tal-petrol/disil? Ikun ferm iktar għaqli kieku l-investiment nindirizzawh lejn is-soluzzjoni tal-problemi, mhux lejn it-tkattir tagħhom!

Il-pompi tal-petrol eżistenti fiż-żoni urbani qed jintużaw bħala skuża biex jippruvaw jiġġustifikaw it-tħarbit ta’ 3000 metru kwadru ta’ art. Fil-fatt dan hu l-iskop ewlieni tal-politika dwar il-pompi tal-fjuwil approvata fl-2015.

Ma jkunx aħjar li flok ma jingħalqu l-pompi tal-petrol fl-abitat ikunu konvertiti f’lok fejn tiċċarġja l-batteriji tal-karozzi? Dawn il-pompi qegħdin fil-parti l-kbira tagħhom f’żoni ċentrali u huma ġeneralment ta’ qies żgħir. Kull pompa tal-petrol urbana li tkun salvata u konvertita biex fiha niċċarġjaw il-batteriji tfisser ukoll li nkunu salvajna 3000 metru kwadru ta’ art minn spekulazzjoni. Fl-istess ħin inkunu qed nippovdu servizz li ser ikun essenzjali eżatt fejn hu meħtieġ.

Dan ikun użu tajjeb għall-investiment, aħjar milli jintuża f’bini ta’ pompi ġodda barra miż-żona ta’ l-iżvilupp. Jekk dan isir inkunu qed nittrasformaw problema eżistenti f’diversi lokalitajiet f’soluzzjoni addattata għall-bini tal-infrastruttura meħtieġa għall-eletrifikazzjoni tat-trasport privat f’Malta.

Dan ovvjament ifisser li nkunu qed naqilbu ta’ taħt fuq il-politika dwar il-pompi tal-fjuwil. Flok ma nużaw il-pompi urbani bħala skuża biex tkun ġustifikata l-ispekulazzjoni tal-art inkunu qed nagħtu spinta tajba lill-ħarsien ambjentali.

Hu eżattament dan li għandna bżonn f’dan il-mument: naqilbu l-ippjanar rasu l-isfel.

 

Ippubblikat fuq Illum : Il-Ħadd 4 ta’ Frar 2018

 

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Turning the Fuel Service Stations Policy on its head

Last Wednesday, the Parliamentary Environment and Land Use Planning Committee discussed the possible revision of the Fuel Service Stations Policy. The three development permits issued in the past weeks by the Planning Authority for fuel service stations at Burmarrad, Marsaskala and Magħtab without doubt was the spark that motivated the discussion. Among the pending applications, Attard, Mqabba and Iklin are queuing for new service stations, while over 60 more, from a current total of 85 stations are awaiting the Planning Authority go-ahead for upgrading.

A number of valid observations were made. Most of the discussion dealt with the need to relocate service stations currently within urban areas but there was, however, a reluctance to address head-on the real issue: do we need fuel service stations?

Almost five months ago, the Prime Minister – taking a leaf from Alternattiva Demokratika’s 2017 election manifesto – announced that his government will be launching a public consultation to establish a cut-off date for the sale of diesel and petrol cars in Malta and the use of only electricity-driven vehicles instead. We have not heard much more about this proposal, apart for an article by Transport Minister Ian Borg who wrote about following in the footsteps of other European countries in “phasing out new petrol and diesel vehicles in the next few decades”.

The Prime Minister has rightly emphasised that this change in policy is required in view of the fact that vehicle emissions are the largest source of pollution in Malta, but why wait so long to put flesh on the bare bones of the declared policy? Other European countries have already determined their cut-off date. Norway and the Netherlands are considering the year 2025, Germany is considering 2030, while France and the United Kingdom are opting for the year 2040 by which to halt the sale of diesel and petrol vehicles.

Revisiting the Fuel Service Stations Policy should not be discussed in a vacuum. It has to be placed in the context of related transport policies and in particular the fact (hopefully) that Malta should now be going electric.

The main issue clearly is that, as a result of going electric, the number of fuel service stations required will at some point in the future – hopefully the not so very distant future – will be next to nil. So why build more of them? Why encourage investment in something that is not needed? It would be much better to channel investment into resolving problems instead of adding to them.

The relocation of urban area fuel service stations – the main thrust of the Fuel Service Stations Policy approved in 2015 – is being used to justify the uptake of 3,000 square metres of land. But instead of relocating the existing service stations in urban areas, would it not be much better if these were converted into charging stations? These service stations are centrally located and mostly of a relatively small size. Every conversion one into a charging station would potentially save 3000 square metres of land in the middle of nowhere and simultaneously provide the service of electrically charging vehicles right where that service is required: in our urban areas.

It is towards the conversion of these fuel stations that investment should be channelled. They can be transformed from being a problem in our residential communities to being an integral and focal part of the strategy to develop a suitable, reliable and – above all – sustainable infrastructure so necessary for the electrification of private transport.

This would obviously turn the Fuel Service Stations policy upside down. Instead of using urban service stations as an excuse to trigger more land speculation, it is about time to inject some environmental considerations right where they are most needed.

This is what we need right now: the turning of the Fuel Service Stations Policy on its head.

 

published on the Malta Independent on Sunday : 4 February 2018

Il-kosta tagħna lkoll?

paceville-mp-land-use

Il-Masterplan għal Paceville huwa mifrux fuq medda kbira ta’ art. Għax Paceville tmiss ma’ Pembroke, mas-Swieqi u anke ma’ San Ġiljan. Imma għandha ukoll biċċa kosta twila ġmielha, li skond minn fejn tibda tkejjilha tista’ ġġebbed bejn tlieta u erbgħa kilometri.

Il-pjan jgħidilna li ser ikun possibli li tippassiġġa mal-kosta kollha.  Imma r-realtà hi li kosta kollha ta’ Paceville hi mimlija konċessjonijiet  li l-Gvern tul is-snin ta lill-privat għan-negozju, prinċipalment negozju konness mal-baħar jew mal-lukandi.

Waqt il-laqgħa ta’ nhar l-Erbgħa tal-Kumitat Parlamentari tal-Ambjent u l-Ippjanar, id-Dipartiment tal-Propjetà tal-Gvern ippreżenta pjanta li turi il-propjeta kollha li għandu l-Gvern f’Paceville, biċċa waħda tmiss ma l-oħra. F’xi każi l-pjanta turi bejn 4 metri u 5 metri mill-kosta l-ġewwa li huma riżervati għall-aċċess tal-pubbliku, għalkemm ħafna drabi m’huwiex ċar kif dawn il-passaġġi riżervati għalina lkoll tista’ tasal għalihom.

F’Mejju li għadda b’vot unanimu l-Parlament approva emendi għall Kodiċi Civili li permezz tagħhom ġie ċċarat li l-kosta hi propjetà pubblika. Jiġifieri din hi tagħna lkoll. Mill-inqas sa 15-il metru l-ġewwa minn fejn iħabbat il-baħar. Imma fejn il-mewġ jibqa’ dieħel iktar il-ġewwa, il-15-il metru jiżdiedu ukoll, skond is-saħħa tal-baħar.

Is-serjetà kienet titlob li billi l-ewwel abbozz tal-Master Plan ta’ Paceville ġie ippubblikat għall-konsultazzjoni pubblika bosta ġimgħat wara li l-Parlament esprima ruħu b’mod tant ċar, dan kellu jagħti kaz b’serjeta kbira ta’ dak li ddeċieda l-Parlament.

Id-deċiżjoni tal-Parlament dwar il-kosta u l-art ta’ mal-plajja tfisser ħafna iktar minn sempliċi passaġġ fejn jgħaddu n-nies. Imma sfortunatament, il-konsulenti li fasslu l-Master Plan ma fehmu xejn minn dan u minflok ma fittxew kif ser jgħaddu lura lin-nies it-tgawdija ta’ partijiet ikbar mill-kosta qed jipproponulna li jkompli r-renju tal-konkos u l-azzar bi blokki għoljin tletin sular li jistgħu jinbnew viċin tal-kosta.

Issa jew hemm min ma jafx x’inhu jagħmel inkella qed jippruvaw jgħaddu lil kulħadd biż-żmien. Għax jekk il-Parlament qed jaqbel magħna u qiegħed jgħidilna li l-kosta hi tagħna lkoll, kif jiġu dawn il-konsulenti tal-Awtorità tal-Ippjanar jgħidulna li din ser jibqgħu jgawdu minnha l-ftit, biex fiha tibqa’ issir l-adorazzjoni tat-torrijiet?

pubblikat f’Illum : 16 t’Ottubru 2016

Claiming back our coast

portomaso-st-julian-s

 

The  Paceville Master Plan is rightfully subtitled : Malta’s prime coastal location.  However, it considers the coast as a money-spinner and completely ignores Parliament’s decision earlier this year to codify the importance of the coastal area through its inclusion in legislation regulating the public domain.

The Paceville Master Plan issued for public consultation on 26 September was the first opportunity for the Planning Authority, on behalf of the government – which instructs it on policy initiatives – to flesh out the bones of the declarations made in the public domain legislation, approved by Parliament in May. That it did not do so casts considerable doubt as to whether the unanimous approval by Parliament of the public domain legislation is another political gimmick.

The Paceville Master Plan covers a large tract of land bordering Pembroke to the north, Swieqi to the west, St Julian’s to the South and coastal waters to the east.  The Paceville coastline is extensive: it adds up to anything between three and four kilometres, depending on the manner of measurement.

We have been told that the Paceville coastline will be accessible through a passageway that will be created along the coast. As a matter of fact, most of the Paceville coastline is already dotted with commercial development on land which is either public property or else is subject to servitudes in favour of the state. During last Wednesday’s sitting of Parliament’s Environment and Development Planning Committee, representatives of the Government Property Department presented a drawing indicating all this property along the Paceville coastline. In a number of instances, the drawing submitted indicated passageways of a width varying between four and five metres along the coast which are obviously intended for public access, even though it is not always clear how one would be able to find their points of entry and exit.

Parliament’s approval of amendments to the Civil Code approved in May lays robust legal foundations for the protection of the coast. The government has been entrusted with protect the coast on behalf of future generations, hence it belongs to all of us, in trust, on behalf of those future generations.  The coastal perimeter extends to a minimum of 15 metres from the shoreline. To this, the newly-approved legislation adds the foreshore, which extends as far as the reach of the largest wave – a reach that can be substantial in those parts of the coastline that are exposed to the open sea.

Large sections of the Paceville coastline are developed, but there are still small pockets which are either not developed or else contain development that is not intensive. A proactive Master Plan would have identified this as an opportunity for plotting the way forward in implementing a programme for the protection of the Paceville coast.  Unfortunately, it seems that the consultants to the Planning Authority were not briefed on the matter and as a consequence there is a real danger that this opportunity will be lost.

After the current public consultation is concluded, the Planning Authority will have to examine the comments made and consider the extent to which such comments can and should be taken into consideration in the second draft of the Master Plan.

The Authority should take on board the public domain legislation in respect of the coast and plan for its implementation when it revises the first draft of Paceville Master Plan.  In the short term, this should be done in relation to those areas which are still undeveloped or underdeveloped. I would also expect the Planning Authority to plan for the longer timeframe in respect of those sections of the coastline which are already intensively developed.

This leaves one other basic issue: land reclamation. I feel that, on a policy level, Labour’s land reclamation policy is the marine equivalent of the Nationalist’s widely criticised 2006 rationalisation exercise through which the boundaries of development were irresponsibly extended.  Labour will be extending the limits to development outwards towards the sea whilst the Nationalist-led government extended the said limits towards the countryside.

The proposed Master Plan for Paceville recommends land reclamation off the Dragonara/Portomaso coastline. This is an ill-thought proposal as the area identified for land reclamation will be an extension of possibly the most intensively developed part of the Paceville coast. This proposal should undoubtedly be revisited as commonsense suggests that rather than increasing development in the area, this should, in the long term, be curtailed.

The proposed Paceville Master Plan should be utilised as a planning tool for adequate coastal management. It can, at this point in time, also be the optimum vehicle for translating the public domain legislation into practical policies through which we can start the process of reclaiming the coast for future generations.

This is an opportunity which should not be missed.

published in The Malta Independent : 16 October 2016

Ħruġ ta’ żjut fil-Port Ħieles: it-tielet darba din is-sena

freeport.aerial viw

Erġajna għat-tielet darba.

Kmieni dal-għodu kien hemm rapport li kien hemm roqgħa żejt fil-baħar fl-inħawi tal-Port Ħieles. Transport Malta kienet qed tinvestiga. Il-ħaddiema tad-Dipartiment tal-Protezzjoni Ċivili kienu qed jieħdu passi kemm biex iż-żjut jinġabru kif ukoll biex sakemm jinġabru ma jinfirxux u b’hekk il-ħsara tkun l-inqas possibli.

Jidher li l-inċident inqala waqt operazzjoni ta’ bunkering ship-to-ship.

Huwa tajjeb li l-awtoritajiet huma attrezzati biex jieħdu passi mill-ewwel. Imma issa li donnu dawn l-inċidenti qed iseħħu spiss (diġa t-tielet darba din is-sena) irid ikun assigurat li jittieħdu miżuri korrettivi dwar kif isir dan it-tip ta’ xogħol fil-Port Ħieles.

Ir-rapporti tal-investigazzjoni li qed tagħmel Transport Malta huwa neċessarju li jittieħdu passi dwarhom.

Iktar kmieni din is-sena, meta seħħu l-inċidenti l-oħra, Marlene Farrugia, il-Membru Parlamentari li tippresjedi l-Kumitat Parlamentari għall-Ambjent u l-Ippjanar kienet talbet spjegazzjoni dwar dak li kien qed jiġri.

Nittamaw li dawn l-ispjegazzjonijiet ingħataw ħalli meta ix-xahar id-dieħel jibda l-Parlament tkun tista’ issir diskussjoni serja mhux biss dwar dak li ġara, imma ukoll fuq x’passi qed jittieħdu biex tonqos il-frekwenza ta’ dawn l-inċidenti.

Għas s’issa jidher li dawn l-inċidenti jiżdiedu qegħdin mhux jonqsu!

Sound governance protects the environment

 

green hands

Demerger will cause institutional fragmentation.

The state’s duties are not enforceable in a Court of Law.

 

 

Protection of the environment is not achieved in proportion to the number of authorities established to deal with the environment, resources and land use planning. In fact, subject to sound governance, the number of established authorities is irrelevant.

The government has, through its election manifesto, created a storm in a teacup, raising expectations that the demerger of MEPA would result in a government locked into a green commitment. The Opposition, on the other hand, has spoken of a doomsday scenario which will be triggered by the proposed demerger.

Both are wrong as the path to a green commitment requires a political will that is not easily detectable in the House of Representatives as presently composed. The Labour government and the Nationalist Opposition have entered into other commitments intended to bolster the building development industry. Labour is currently moving along that path, whilst the Nationalists did it throughout their 26 years in government.

As a nation, we are still reeling from the devastating actions of the PN-led government which caused considerable environmental damage. Former Environment Minister Mario de Marco has recently been on record as stating that maybe too much has been sacrificed in the pursuit of economic growth. This is not simply a revival of the past, it is an exercise in trying to understand past PN issues of environmental governance that contradict all the sweet green talk of Simon Busuttil.

When the 2005 census indicated the existence of over 53,000 vacant or under-utilised residential properties, the PN-led government increased the uptake of land for development through the rationalisation exercise. It addition, it simultaneously increased the permissible height in several areas. In a number of instances, this increased from 2 to five floors. It also facilitated the construction of penthouses. This has led to an increase (as of 2011) in the number of  vacant and under-utilised residential properties to 72,000 units.

The proposed demerger of MEPA will neither address nor reverse this mess which is the PN’s environmental legacy to the nation.

Alternattiva Demokratika – The Green Party – is not in agreement with the MEPA demerger proposed by government due to the resulting institutional fragmentation. As a result, human and financial resources will be spread thin over two authorities, thereby weakening effective environmental governance. As a small country, we actually require defragmentation, as this reinforces effective environmental stewardship.

Earlier this week, I and AD’s General Secretary Ralph Cassar had a meeting with Environment Minister Leo Brincat during which we discussed AD’s views in relation to the Environment Protection Act currently pending on Parliament’s agenda.

AD noted that whilst the proposed Environment Protection administrative structures do not contain any parliamentary representation, this has been retained in the land use planning structures. In fact, in paragraph 63(2)(d) of the Development Planning Act 2015, it is provided that two MPs will sit on the Planning Board.

AD does not consider it necessary for Parliament to be present in the planning decision-taking structures. It serves no purpose to have MPs involving themselves in decisions as to which individual development permit is approved or rejected. Alternattiva Demokratika suggested to Minister Brincat that MPs have no direct role to play in operational matters regarding land use planning. It would be more appropriate if Parliament’s Standing Committee on the Environment and Development Planning is given wider powers to monitor both the Planning Authority as well as the authority dealing with the environment and resources. This would entail the availability of financial and human resources so through its Standing Committee, Parliament would be in a better position to identify, and consequently nip in the bud any irregularities or inconsistencies.

Both the Development Planning Act as well as the Environment Protection Act list the duties and principles which the state should observe to ensure “a comprehensive sustainable land use planning system” and “to protect the environment”.   However, after going into detail to explain such duties, the legislation before Parliament then proceeds to state that these “are not enforceable in a Court of Law”. This is specified in Article 4 of the Development Planning Act and in Article 5 of the Environment Protection Act.

One should state that there are similar provisions in present legislation. It is, however, high time that such provisions are removed so that it will be possible for Maltese citizens to seek redress against the state if it attempts to circumvent its duties and abdicate its responsibilities.

Last April, following a legal challenge by the environmental NGO Client Earth, the United Kingdom’s Supreme Court  squashed Her Majesty’s government’s ineffective plans to reduce illegal levels of air pollution in Britain and ordered it to deliver new ones by the end of 2015.

Similarly,  last June Courts in Holland ordered the Dutch Government to reduce its carbon emissions by at least 25 per cent within 5 years in what is being termed as the world’s first climate liability suit.

Maltese citizens deserve no less. It would therefore be appropriate if the above mentioned provisions of the Development Planning Act and the Environment Protection Act are enforceable in a Court of Law.

Another proposal made by Alternattiva Demokratika in the meeting with Minister Brincat concerns the method of selection of the board members of the  two Authorities, as well as their senior executives (CEOs and Directors). AD believes that before government proceeds to appoint such members/executives, it should seek and subsequently follow the advice of the Parliamentary Standing Committee on the Environment and Development Planning . Such advice should be given by the Parliamentary Committee after the persons nominated are examined by the Committee during a sitting held in public. This change would increase the possibility of the appointment of a higher percentage of competent people as members of the board/senior executives. It would also reduce the possibility of appointing people whose only qualification is membership in the government party.

The proposed demerger is, in my view a non-issue. Legislating to facilitate the entrenching of good governance should be the real objective. After discussing the matter with Minister Leo Brincat I believe that, even at this late hour, this is still attainable.

Published in The Malta Independent on Sunday – 16 August 2015

The Freeport’s neighbours at Birżebbuġa

freeport.aerial viw

 

 

Two incidents occurred at the Freeport Terminal last week. The first led to the spill of an oily-like chemical when a container was accidentally hit and part of its contents spilled out into the sea. The second concerned odours resulting from the handling of fuels at the Oil Tanking Terminal.  The second accident led to the precautionary hospitalisation of six employees. The first incident, on the other hand, led to the suspension of bathing activities at Pretty Bay, Birżebbuġa for a number of days.

The accident leading to the spill occurred on Monday, 8 June at around noon. Yet on Friday, 12 June, personnel from the Civil Protection Department were still dealing with the spill as by this time water currents had moved it from the Freeport Terminal to Pretty Bay. It was only late on Tuesday, 16 June that the Environmental Health Department certified that Pretty Bay was once more fit for swimming.

 

Unfortunately, such accidents are bound to happen. That they do not happen more often is only due to adequate training and the availability of the adequately maintained equipment available on  site.

The Freeport Terminal extension – approved five years ago by MEPA and currently in hand – is intended to tap into the container movement market in the Mediterranean even further. In the coming years, this will lead to a increased activity and, consequently, the likelihood of similar but more frequent accidents happening in the future is possible.

The Freeport Terminal activity is only one of a number which, over the years, have transformed Marsaxlokk Bay into an industrial port. Delimara Power station and fish- farming  as well as the ever-present fuel reception points at the San Luċjan and Enemalta stations are other examples of industrial activity along the Marsaxlokk Bay coastline. We should also remember that, at some time in the near future, bathers at Pretty Bay will also have an enhanced landscape: they will be able to enjoy in full view a gas storage tanker permanently anchored just opposite the sandy beach, along the Delimara part of the Marsaxlokk Bay coastline. The spectacle will include its refuelling between eight and 12 times a year, with possibly three of such refuelling instances occurring during the summer bathing season.

The compatibility of this situation with the EU Seveso Directives is debatable.

All this industrial activity may be healthy when considering the general economic requirements of the country on its own. It is, however, generally incompatible with the needs of Birżebbuġa both as a residential community as well as a touristic venue.

Efforts to mitigate the impacts of this industrial activity on the residential community  of Birżebbuġa (and to an extent even on the locality of Marsaxlokk) are in place. Yet with so much going on, the effects of these mitigation measures are necessarily limited. In fact, one wonders why the decision to locate all this industrial activity in the area was not also accompanied by a decision to restrict the development of land for residential use so close to these industrial facilities. In one particular case, at il-Qajjenza in the 1980s,  residential development was accelerated in the vicinity of the then Enemalta Gas Depot. Fortunately the Gas Depot has now been closed down and decommissioned, however it has been moved to the other side of Birżebbuġa, close to the entrance of Marsaxlokk Bay at Bengħajsa.

 

The Freeport Terminal management, supported by MEPA, had also decided to extend the permissible facilities at the Freeport Terminal to include minor repair work to ships and oil rigs. The decision was only reversed when it was faced with the vociferous opposition of the Birżebbuġa residential community led by its local council.

Recently, Transport Malta has added to the summer pleasures at Birżebbuġa. It has planned a mooring area for pleasure craft and small boats adjacent to the swimming zone, right in the middle of Pretty Bay. It seems that Transport Malta does not give a fig about the impact of anti-fouling agents used on a large number of craft berthed very close to a swimming zone.

 

With all this activity going on around Pretty Bay, it is inevitable that that there will be an increase in unacceptable environmental impacts on land, air and sea. Some accidents will also be inevitable.

As a result, however, it is very possible that in future there will be further restrictions on the use of Pretty Bay as a bathing venue. One hopes that this will not be often. It is, however, unavoidable and is the direct result of the ongoing activity which is definitely incompatible with the needs and requirements of the Birżebbuġa residents.

One interesting development at the time of writing is that Hon. Marlene Farrugia, as Chairperson of Parliament’s Committee on the Environment and Development Planning, has placed last week’s incidents at the Freeport Terminal on the Parliamentary Committee’s agenda. For the time being, a request for information has been sent out. The resulting discussion will hopefully direct the spotlight on the manner in which successive governments have transformed Marsaxlokk Bay into an industrial port, in the process at times ignoring – and at other times not giving sufficient attention to the plight of the residents in the area.

published in The Malta Independent on Sunday, 21 June 2015