Marsaskala: the yacht marina strings

The publication by Transport Malta, last week, of a pre-qualification questionnaire relative to the “award of a concession contract for the design, build, finance, operate, maintain and transfer of a marina” at Marsaskala requires further explanation. What has been going on behind the scenes? Specifically, on whose initiative has the ball been set rolling? Is this part of the ongoing development spree, intended to bolster existing or planned development elsewhere in Marsaskala?

At some point the truth will come out. It would be hence much better if Transport Malta, and whosoever may be pulling the strings, to put all the cards on the table now.

The proposed Marsaskala yacht marina is tainted, even at this stage, with the general local plan defects: a lack of adequate environmental assessment. The assessment of the cumulative impacts of the various local plan proposals has never been carried out. These impacts add up and seen together they should have been cause for concern, even at the drawing board stage. Unfortunately, nothing was done at that stage to mitigate the anticipated cumulative impacts of the local plan proposals.

Those of us who have been subjecting land use planning to a continuous scrutiny, have, since way back in 2006, emphasised that the local plans were then not subjected to the emerging Strategic Environment Assessment procedures. In fact, the local plans, those still pending approval, after having been retained in draft form for some time, were rushed through all the approval stages during the summer months of 2006 specifically to avoid being subjected to the provisions of the Strategic Environment Assessment Directive of the EU which entered into force during August of 2006 or thereabouts!

The specific impacts of the proposed yacht marina will undoubtedly be eventually analysed by an Environmental Impact Assessment (EIA) which will be triggered if a planning application for the yacht marina is eventually submitted.  Legislation in force provides ample room for involvement of all, when this commences, starting off from the basic EIA terms of reference right up to the consideration of the detailed studies, and more. We have been through that many times in respect of various development proposals.

However, the cumulative impacts on the Marsaskala community, both residential and commercial, will not be carried out as that was avoided at the outset when the local plan for Marsaskala (part of the Local Plan for the South) was approved. This is the basic underlying worry expressed in not so many words by all those who have stood up to object to the sudden unexplained intrusion of Transport Malta into Marsaskala affairs. Kudos to John Baptist Camilleri, Marsaskala local councillor, for prodding the Marsaskala Local Council to stand up and be counted. The Marsaskala local council ought to have been consulted even in terms of the Local Council Act which makes it incumbent on central government and its agencies to consult with local councils whenever any initiative having local impacts is being considered.

Transport Malta is acting as an agent of central government. Government, led by the Labour Party, has conveniently distanced itself from the political responsibilities which result from the local plans , coupled with the rationalisation exercise, which have been shouldered by its predecessor in government, the Nationalist Party.  It has been very convenient for Labour to politically lump all the local plan fallout on the PN. However, sixteen years down the line, it is pretty evident that the Labour Party, in government for over eight years, has been very reluctant to handle the long overdue revision of the local plans and factoring in considerations resulting from a study of the cumulative impacts abovementioned. This is not only applicable to the local plan relative to Marsaskala, but to all local plans! It has obviously been too hot to handle.

Minister Aaron Farrugia, politically responsible for both land use planning and the environment, has been reported in the media, in the past few days, as stating that the local plan revision will start immediately after the general election, expected shortly. He has stated that the process will take around three years.  His predecessor as Minister responsible for land use planning, Ian Borg, had made some statements in the distant past about this, indicating the then parameters for a revision of the local plans. But nothing has materialised yet except his extreme reluctance to act!

I would, at this stage, remind the Hon Minister of the proposals from the Maltese Greens on the need to reverse the rationalisation exercise as well as on the urgent need to implement a moratorium on large scale development throughout the islands. These proposals have been part of our electoral manifesto repeatedly since 2006. Over-development and the building industry have to be brought under control the soonest.

It is not just about Marsaskala and its proposed yacht marina.  It is time to take stock of the ruin inflicted on these islands by a mismanaged land use planning process, by an irresponsible rationalisation exercise and by local plans which do not consider cumulative environmental impacts.

The proposed yacht marina at Marsaskala is just the latest example of this mismanagement.

published on The Malta Independent on Sunday: 22 August 2021

Il-karozzi iddominaw ħajjitna

Hi sfortuna li tul is-snin ħallejna ħajjitna tkun iddominata mill-karozzi.

Għaddejna minn kontroversja wara l-oħra dwar l-infrastruttura tat-toroq. Sfortunatament jidher li minn dan kollu l-awtoritajiet għadhom ma tgħallmu xejn.  L-aħħar każ hu dwar il-proposta għal fly-over ġdida għall-Imrieħel: fly-over oħra li mhiex meħtiega.

Il-proposta tal-Imrieħel għadha qed tkun imfassla. Ma hemmx wisq dettalji li huma magħrufa, s’issa, ħlief li probabbilment ser ikun hemm impatt sostanzjali fuq madwar 20 tomna ta’ raba’ saqwi. Minn dak li hu magħruf s’issa  Infrastruttura Malta bdiet tiltaqa’ mal-bdiewa dwar dak li eventwalment ser ikun propost.

Mhux meħtieġ li nkunu nafu d-dettalji ta’ dak li hu ppjanat, kif qed jgħid il-Ministru għat-Transport Ian Borg, biex nikkritikaw il-programm tal-Gvern dwar l-infrastruttura tat-toroq għax dan hu oġġezzjonabbli fil-prinċipju.  

M’għandiex bżonn iktar toroq. Imma għandna bżonn inqas karozzi fit-toroq li għandna.  Tnaqqis ta’ karozzi mit-toroq jwassal għal tnaqqis fil-konġestjoni tat-traffiku u titjib fil-kwalità tal-ħajja, inkluż iktar sigurtà fit-toroq tagħna għal kulħadd.

It-toroq tagħna mballati bil-karozzi. Għal din ir-raġuni l-Gvern qabbad esperti bex jistudjaw il-problema. Bħala riżultat ta’ dan, bl-għajnuna ta’ fondi għall-iżvilupp reġjonali tal-Unjoni Ewropea tfassal Pjan Nazzjonali għat-Trasport (Masterplan) minn konsulenti barranin. Il-Kabinett approva dan il-pjan fl-2016, imma kontinwament qiegħed jonqos milli jassigura li dan ikun implimentat.

Waħda mill-osservazzjonijiet bażiċi ta’ dan il-Pjan Nazzjonali għat-Trasport hi li nofs il-vjaġġi bil-karozzi privati jdumu inqas minn 15-il minuta, jiġifieri huma vjaġġi għal distanzi qosra. Bla ebda dubju hemm bosta mezzi sostenibbli li jservu għal mobilità alternattiva: il-karozzi privati bla ebda dubju nistgħu ngħaddu mingħajrhom għal dawn id-distanzi qosra, fil-parti l-kbira tal-każi.

Il-Pjan Nazzjonali għat-Trasport iwissina dwar in-nuqqas f’Malta tal-ippjanar għat-trasport: ippjanar li jħares sal-ponta ta’ mnieħru għax ma jħarisx fit-tul.  Bħala konsegwenza ta’ dan  ftit li xejn jeżistu miri ċari, hemm nuqqas  ta’ direzzjoni strateġika kif ukoll nuqqas ta’ kapaċità li jkunu ndirizzati materji diffiċli bħat-tnaqqis ta’ karozzi mit-toroq. Il-Maltin huma konservattivi wisq, jgħid il-pjan (There is a strong reluctance for Maltese society to change) u dan f’kuntrast mal-ħtieġa għal azzjoni fil-komunità biex tkun indirizzata l-problema tat-traffiku, kemm kif inhi illum kif ukoll kif għad tista’ tiżviluppa.  Dan, ikompli jgħid il-pjan tat-trasport approvat mill-Kabinett, iwassal biex is-sewwieq Malti jippretendi li kulħadd għandu jaddatta l-mod kif jivvjaġġa biex hu jkun jista’ jibqa’ jsuq il-karozza tiegħu! (This results in the Maltese traveller expecting that everyone else will change their travel habits so that they can continue to drive their car.)

Il-politika dwar it-trasport ma jistax ikun li tibqa’ ippjanat biċċa biċċa, mil-lum għal għada. Jeħtieġ ippjanjar olistiku. Dan hu l-iskop li sar dan il-Masterplan: biex ikollna pjan olistiku u nibdew inħarsu fit-tul. Biex pjan bħal dan ikun implimentat, imma, hemm bżonn deċiżjonijiet iebsin li għandhom iwasslu għal tnaqqis fin-numru esaġerat ta’ karozzi privati li hawn fit-toroq tagħna.  

Il-problema reali li qed iżżomm l-implimentazzjoni ta’ dan il-pjan hi li l-Gvern m’għandux il-kuraġġ li jieħu dawn id-deċiżjonijiet. Ma jridx jirfes kallijiet!  

Irridu nifhmu darba għal dejjem li ċ-ċokon ta’ pajjiżna jagħmilha possibli li permezz ta’ transport pubbliku organizzat sewwa nilħqu kull rokna tal-pajjiż f’ħin qasir.

It-trasport pubbliku f’Malta għamel progress kbir f’dawn l-aħħar snin, imma dan mhux biżżejjed. Għax it-trasport pubbliku ma jistax jikkompeti ma’ Gvern li kontinwament  jinkoraġixxi l-użu tal-karozza privata b’toroq ġodda u flyovers li flok jirrestrinġu iż-żieda tat-traffiku fit-toroq tagħna jagħmluh iktar faċli.

Għal żmien twil, Gvern wara l-ieħor kien skjav tal-karozza. Il-politika tat-trasport kienet u għada politika favur il-karozzi li jikkundizzjonawlna ħajjitna. Hu dan li għandu jinbidel.

Jeħtieġ li l-politika tat-trasport tpoġġi lin-nies l-ewwel, qabel il-karozzi.

Ippubblikat fuq Illum : 27 ta’ Diċembru 2020

King of the Road

It is indeed unfortunate that over the years we have allowed the car to control our lives.

We have gone through too many controversies related to road infrastructure. Unfortunately the authorities have not learnt anything in the process. The latest case being the proposed Imrieħel bypass improvements through the construction of yet another unnecessary fly-over.

The proposed bypass improvements apparently are still on the drawing board. No details on the proposals are available except that most probably there will be a considerable impact on irrigated agricultural land, measuring around 20 tumoli, that is approximately 22,500 square metres. From what is known, recently, Infrastructure Malta has sounded farmers which may be impacted by the proposals.

Contrary to what has been stated by Minister for Transport Ian Borg, criticism of government’s road infrastructure programme does not require details as it is objectionable on a point of principle. We do not require more roads, but rather less cars on the roads. Such a reduction of cars from our roads would reduce traffic congestion as well as have a marked improvement in everyone’s quality of life, inclusive of an increased safety for all.

Our roads are currently bursting at the seams. Government has commissioned studies to study the matter. As a result, a Transport Masterplan has been produced by foreign consultants paid through EU Regional Development Funds. Cabinet has approved this Masterplan in 2016, yet it has repeatedly failed to ensure its implementation.

One of the basic observations in the said Transport Masterplan is that 50 per cent of the trips we make with private cars are for distances taking less than 15 minutes, meaning that such trips are local in nature. We can easily be served with more sustainable options to address this basic observation: use of private cars is certainly not one of them.  

The Transport Masterplan admonishes us as follows: “………… it can be seen from experience that the approach to transport planning and policy in Malta has generally been more short-term (4-5 years) in nature. The lack of importance given to long-term planning means that a long-term integrated plan based on solid analysis with clear objectives and targets is lacking. This has resulted in the lack of strategic direction and the inherent inability to address difficult issues such as private vehicle restraint. There is a strong reluctance for Maltese society to change but this is in contrast with the need for communal actions to address the traffic problems existing now and in the future. This results in the Maltese traveller expecting that everyone else will change their travel habits so that they can continue to drive their car.”

Transport policy needs to be looked at holistically and not in a piecemeal fashion. That is the purpose of the Masterplan: to take a holistic view and lay out a long-term roadmap. Obviously to implement such a roadmap tough decision-taking is involved which would reduce and restrict can ownership. The real problem of Transport Policy implementation is that government does not have the balls to take such tough decisions.

The point to be addressed is that the relative smallness of our country makes practically every corner of the islands within easy reach even through public transport if this is organised properly.

Public Transport in Malta has made gigantic steps forward, but these are not sufficient. Public transport cannot compete with a government which is continuously encouraging the use of private transport and making it continuously easier through massive funds made available for unnecessary flyovers and underpasses!

Government is continuously mishandling transport policy. It is about time that it is placed back on track.

It has been government policy for more than the past twenty-five years that the car rules over our roads. We should change that. We need to reclaim ownership of our roads (and streets) placing more emphasis on the needs of the pedestrian who should be the real king of the road.

Published in The Malta Independent on Sunday : 27 December 2020

Il-perit-żviluppatur

Il-mewt ta’ Miriam Pace midfuna taħt ir-radam li sa ftit qabel kien jifforma id-dar tagħha f’Santa Venera ħasad lill-pajjiż. Waqgħet dar oħra, imma din id-darba l-industrija tal-kostruzzjoni ma kkawżatx biss ħsara imma wasslet ukoll għall-qtil ta’ persuna. Għax it-tejatrin ta’ Ian Borg, Joseph Muscat u Sandro Chetcuti, wara l-inċidenti tas-sajf li għadda kien nissel l-impressjoni falza li kollox kien taħt kontroll. Imma dan, sfortunatament mhux il-każ.

Huwa ġustifikabbli li l-industrija tal-kostruzzjoni kollha titqiegħed taħt il-lenti, għal darba oħra kif ukoll għal kemm-il darba jkun hemm bżonn. Dan jinkludi li tkun eżaminata l-imġieba tal-periti.

Bħala riżultat tad-dibattitu pubbliku li għaddej ġie osservat li l-perit inkarigat mix-xogħol problematiku f’Santa Venera għandu interessi oħra, lil hinn minn interess professjonali fix-xogħol ippjanat. Huwa ukoll azzjonist fil-kumpanija li applikat għal permess u li f’Jannar inħarġilha mill-Awtorità tal-Ippjanar il-permess PA6459/19. Jirriżulta li dan il-perit għandu f’ismu 10% tal-ishma fil-kumpanija li f’isimha ħareġ il-permess tal-iżvilupp: MCZMC Developers Limited. Għandu interess li jara li l-investiment li għamel jirrendi.

Id-dibattitu dwar jekk huwiex etikament korrett li perit ikollu interess fi proġett ta’ żvilupp li hu inkarigat minnu li jmur lil hinn minn interess professjonali mhux wieħed ġdid. Ilu għaddej kemm f’Malta kif ukoll lil hinn minnha.

Il-Kodiċi dwar l-Imġieba għal dawk fil-pussess ta’ warrant biex jipprattikaw ta’ periti fil-gżejjer Maltin jifforma parti minn skeda annessa ma’ regolamenti intitolati Regolamenti dwar il-Kamra tal-Periti.

L-iskeda hi msejħa Kodiċi dwar l-Imġieba Professjonali. Kienet oriġinalment imfassla fl-1969 imma ġiet emendata fl-2010. Il-Kodiċi b’mod ċar ifisser li Perit f’Malta “ma għandux jokkupa, jassumi jew xjentement jaċċetta kariga li fiha l-interess tiegħu jkun kontra d-dmirijiet professjonali tiegħu.” (regolament numru 1). Iżid jipprovdi li Perit “jirċievi rimunerazzjoni biss bid-drittijiet professjonali tiegħu li jitħallsu mill-klijenti tiegħu u/jew bis-salarju tiegħu li jitħallas mill-prinċipal tiegħu. Hu ma jkunx jista’ jieħu rimunerazzjoni minn riżorsi oħra relattiva għax-xogħol u għad-dmirijiet fdati lilu.” (regolament numru 2)

Dan ifisser b’mod mill-iktar ċar li Perit ma jistax jinvolvi ruħu fl-investimenti dwar propjetà inkella bħala żviluppatur ta’ propjetà li dwarha jkollu involviment professjonali. Id-dħul tiegħu għandu jiġi unikament mix-xogħol professjonali u mhux minn qliegħ ġej minn negozju jew żvilupp ta’ propjetà. Fi kliem sempliċi u li jinftiehem id-dħul tal-perit għandu jkun mis-servizz li hu jagħti u mhux billi jieħu sehem fl-ispekulazzjoni tal-art u l-bini.

Minkejja dan, xi qarrejja bla dubju għandhom esperjenza differenti. Uħud ikunu sorpriżi meta huma u jaraw propjetà li jkunu interessati biex jixtru jiskopru li l-persuna li żviluppat din il-propjetà u li qed tfittex li tbigħilhom tkun ukoll il-perit inkarigat mix-xogħol. Filwaqt li fil-parti l-kbira tal-każi ma jinqala’ xejn straordinarju, fil-każi fejn jinqalgħu problemi n-nies tħossa skomda targumenta ma’ perit-żviluppatur. Meta jinqalgħu l-argumenti dwar il-propjetà żviluppata minn perit-żviluppatur, il-perit ma tantx issibu għax hu l-iżviluppatur li jkun fuq quddiem ifittex li jispjega u jiġġustifika dwar id-difetti fil-propjetà. Għax in-nies tirrikorri għand il-perit bħala l-ewwel arbitru tekniku bejna u l-iżviluppatur, ħafna drabi anke jekk huwa jkun il-perit ta’ l-iżviluppatur stess. Imma meta l-perit u l-iżviluppatur ikunu l-istess persuna dan ma jistax isir. Għax il-perit ma jagħtix biss servizz lill-klijent tiegħu imma b’mod indirett iservi ukoll lil kull min ikun effettwat minn dan l-istess servizz.

Uħud minn dawn il-periti żviluppaturi huma magħrufa filwaqt li oħrajn jinħbew wara kumpaniji inkella wara sħab fin-negozju.

Għad m’għandi l-ebda tweġiba għal mistoqsija bażika: għalfejn qed ninjoraw l-osservanza ta’ etika professjonali bażika b’mod li nwasslu messaġġ li wara kollox, li xejn mhu xejn, u li dan kollu hu mġieba “normali” u aċċettabbli?

Il-Kamra tal-Periti forsi tista’ tipprovdi tweġiba għal dan. Sa mit-twaqqif tagħha 100 sena ilu l-Kamra tal-Periti kellha r-responsabbiltà li tgħarbel u fejn neċessarju tieħu passi neċessarji dwar il-prattiċi professjonali tal-periti. Safejn naf jien, s’issa, ma jirriżulta minn imkien li ttieħdu xi passi dwar il-periti żviluppaturi.

Meta jirriżulta kunflitt ta’ interess jeħtieġ li nindirizzaw bla dewmien il-kawża ta’ dan il-kunflitt. Li ma nieħdu l-ebda azzjoni jfisser illi is-sitwazzjoni li tkun inħolqot qed tiġi meqjusa bħala li hi riżultat ta’ mġieba aċċettabbli.

Għax illum xejn mhux xejn.

Minħabba li tul is-snin ħadd ma għamel xejn dwar dawn il-periti żviluppaturi hemm min illum iqies li dawn huma żvilupp aċċettabli. Għax għal dawn ir-regoli dwar l-imġieba etika hu djuq żejjed, ħela ta’ żmien u burokrazija żejda. Propjament red tape!

Dan hu fejn naslu meta s-soċjetà tagħna tiżviluppa f’waħda amorali.

 

Ippubblikat fuq Illum : il-Ħadd 8 ta’ Marzu 2020

The architect-developer

The death of Miriam Pace buried in the ruins of her collapsed Ħamrun home as a direct result of building works in hand in an adjacent property has shocked the nation. The theatrics of Ian Borg, Joseph Muscat and Sandro Chetcuti, in the aftermath of last summer’s incidents had instilled a false sense of security that matters were now under control. Unfortunately, this is not the case.

The whole construction industry is justifiably once more under the spotlight, for the umpteenth time since last summer. This spotlighting justifiably includes an examination of the ethical behaviour (or otherwise) of architects and civil engineers.

In the resulting public debate, it has been pointed out that the architect and civil engineer in charge of the problematic works at Ħamrun has more than a professional interest in the works in hand. He is also a minority shareholder of the limited liability company which applied for and holds development permit PA6459/19 issued by the Planning Authority in January. It has been reported that he holds 10 per cent of the shares of the company in question: MCZMC Developers Limited. He thus also has an interest in the returns resulting from his shareholding.

The debate as to whether it is ethical for an architect and civil engineer to have other than a professional interest in any specific development under his direction is not a recent one. Nor is it limited to Malta.

The Code of Conduct for holders of a warrant to practice locally as architects and civil engineers is contained in a schedule attached to subsidiary legislation entitled Chamber of Architects Regulations.

The schedule is entitled Code of Professional Conduct. This code of conduct, was originally drafted in 1969, but it was subsequently amended in 2010. It clearly lays down that a locally warranted architect “must not hold, assume or consciously accept a position in which his interest is in conflict with his professional duty.”(rule 1) Furthermore, it is provided that a locally warranted architect “is remunerated solely by his professional fees payable by his clients and/or by his salary payable by his employer. He is debarred from any other source of remuneration in connection with the works and duties entrusted to him.” (rule 2)

This clearly signifies that a locally warranted architect is barred from being involved as a property investor or as a developer in property in respect of which he or she is professionally involved.

Notwithstanding all this, readers would however easily point at a number of cases, both recent as well as not so recent, as to their being surprised when viewing a property which they were interested in purchasing to get to know that the developer was also the architect in charge of the development in hand. While in most cases no particular problems arise, there is always a feeling of uneasiness when dealing with the architect-developer with such a blatant conflict of interest.

At times, when there are problems associated with the property being purchased it is not possible to distinguish between the architect and the developer. The developer takes over while the architect takes a back seat. A situation which fits perfectly into George Orwell’s description in his Animal Farm: looking from man to pig and from pig to man again and not being able to tell which is which!

A number of these architect-developers are known, while others hide their identity behind corporate structures and/or business partners. The question to which I have no clear answer is: why has such a blatant disregard of professional ethics been permitted as if it is the “normal” acceptable behaviour?

The Chamber of Architects, maybe, could supply an answer. Since its foundation 100 years ago, the Chamber has been responsible for enquiring into “the professional practices of architects and civil engineers”. I am not aware of any action initiated by the Chamber in respect of any architect-developer to date.

When a conflict of interest arises, the removal of the cause of the conflict or withdrawing from the situation which gives rise to the conflict is essential. Taking no action signifies accepting the situation as the normal acceptable behaviour.

Through lack of action over the years we are currently on the brink of transforming the unacceptable into the “new normal”. This is the amoral society at its best.

published in The Malta Independent : 8 March 2020

Investigating Konrad’s MTA contract

It is known that Johann Buttigieg, former Chief Executive at the Planning Authority, was squeezed out of his post by Minister Ian Borg. Johann Buttigieg, however, found an ally in Konrad Mizzi, then Minister for Tourism, who facilitated his employment as the new Chief Executive of the Malta Tourism Authority.

By the time Johann Buttigieg had taken up his new post at the Malta Tourism Authority, Konrad Mizzi had already resigned as Minister. Although Konrad Mizzi had announced his resignation after a Cabinet meeting on the 26 November 2019 it is not clear if he had volunteered to step down or if he had been forced to go. He was reported as having said: “I felt it my duty – in the context of current political circumstances – to resign in loyalty to the people, the Labour Party and the Prime Minister.”

It would be reasonable to assume that Johann Buttigieg returned the favour from Konrad Mizzi when, on 9th December, he signed the contract appointing Konrad Mizzi as a consultant to the Authority – as one of his first decisions as CEO! However, this would not necessarily be a correct assumption. In fact, elsewhere in the press it has been opined that the decision to engage Konrad Mizzi as consultant was taken by Joseph Muscat himself, because after Konrad Mizzi’s resignation he was directly responsible for the Tourism Ministry.

As Chief Executive of the Malta Tourism Authority, Johann Buttigieg must shoulder substantial responsibility although it is most probable that he was acting on the instructions of Joseph Muscat. He should by now be aware that illegitimate (and unethical) superior orders can – and should be – ignored.

After Minister Julia Farrugia Portelli announced the rescinding of Konrad Mizzi’s contract she was asked to explain the reasons which justified such a revocation. She was very brief in her reply, saying that there were legal and ethical reasons that justified such a course of action. She was reluctant to state more in order to avoid prejudicing any legal action, should this result.

It is very interesting to note that the Honourable Minister has justified the revocation of the contract on ethical grounds. She is, of course, correct, although she chose not to point fingers. The point at issue then is who acted unethically?

I suggest that there are four persons who acted unethically in this specific case.

Irrespective of what they say, former Prime Minister Joseph Muscat and his sidekick Konrad Mizzi resigned in disgrace for a number of reasons, including being the cause of reputational damage to the country through their involvement and/or failure to act on the Panama Papers debacle, as well as a direct result of the role of the Office of the Prime Minister in Daphne Caruana Galizia’s murder: a role, the details of which are still emerging.

Joseph Muscat and Konrad Mizzi are at the top of the list of those who acted unethically as they set in motion the revolving recruitment mechanism as a result of which Konrad Mizzi was parachuted straight into the organisation for which he, as Minister, was politically responsible just two weeks earlier. This is unacceptable in any country that has a minimum degree of adherence to good governance: normally there would be a cooling-off period of some two to three years before such appointments are even considered.

Muscat and Mizzi tried to cash in on the fact that, the rules governing the ethical behaviour of holders of political office are still in their infancy. Dr George Hyzler, recently appointed by Parliament as the first Commissioner for Standards in Public Life, is still in the initial phase of his term and has yet to draft some of the appropriate rules.

The same applies to Chairman of the Malta Tourism Authority and Chief Executive Johann Buttigieg, who should not have allowed Prime Minister Joseph Muscat and his sidekick Konrad Mizzi to bully them into submission. The recruitment of Mizzi was kept secret as long as was possible due to the fact that, knowledge of its existence would undoubtedly have created further turmoil within the Labour Party, then in the process of electing a successor to the disgraced Joseph Muscat.

Where do we go from here? In my view those acting unethically should shoulder their responsibilities. I have thus requested the Commissioner for Standards in Public Life to investigate the role of Joseph Muscat, Konrad Mizzi, Gavin Gulia and Johann Buttigieg in the matter and consequently to recommend the necessary action required.

published in The Malta Independent on Sunday – 2 February 2020

Pass tajjeb Julia: u issa?

Għada kif ħarġet l-aħbar li l-Ministeru tat-Turiżmu, wara li rċieva parir legali, ordna lill-Awtorità tat-Turiżmu biex il-kuntratt ta’ konsulenza ta’ Konrad Mizzi bi ħlas ta’ €80,000 fis-sena jkun annullat.

Pass tajjeb dan għal Julia Farrugia, l-Ministru ġdid tat-Turiżmu li sabet din il-ħatra ma wiċċha u ħadet passi. Ħatra li saret bil-moħbi fl-aħħar jiem tal-Gvern ta’ Joseph Muscat.

Li tħassar il-kuntratt hu pass tajjeb. Imma jeħtieġ ukoll li jittieħdu passi oħra.

Min ordna li Konrad Mizzi jkun ingaġġat bħala konsulent tal-Awtorità tat-Turiżmu? Ma naħsibx li dan sar minn wara dahar Joseph Muscat.

Bla dubju huma nvoluti ukoll Gavin Gulia Chairman tal-Awtorità tat-Turiżmu u Johann Buttigieg Chief Executive li ġie ngaġġat dan l-aħħar wara li Ian Borg ra kif għamel u ħeles minnu mill-Awtorità tal-Ippjanar. Il-kuntratt fil-fatt hu iffirmat minn Johann Buttigieg.

L-istorja m’għandhiex tieqaf hawn. Diġa saret talba biex il-Kumitat tal-Kontijiet Pubbliċi tal-Parlament jinvestiga.

Imma dan il-kaz hu ukoll wieħed dwar nuqqas ta’ mġieba etika u għandu jkun eżaminat mill-Kummissarju dwar l-Istandards fil-Ħajja Pubblika fil-konfront kemm ta’ Joseph Muscat kif ukoll ta’ Gavin Gulia u Johann Buttigieg.

Ser nagħmel talba lil Dr George Hyzler biex jinvestiga dan.

Beyond the trees

Trees are in the news, mostly for the wrong reasons. Some of them are being chopped, others are being uprooted and transplanted from areas impacted by road infrastructure projects to elsewhere, generally close by.

At this stage of these projects’ development, their impact on trees along our roads are the most visible outcome. There are various other outcomes that will only become clear in due course.

The symbolic value of trees is powerful. They are the most obvious choice for environmental activists when these need a medium to convey clearly understood messages about what is happening to our environment.

While their symbolic value is spearheading the criticism directed at the road development programme, trees have also inherent value as part of an eco-system that is continuously under siege.

The road development projects currently under way symbolise what is wrong with our planners – they work against nature, continuously failing to factor eco-sensitivity into their plans.

The issue at hand is clearly traffic congestion and the current exercise regarding infrastructure is trying to address this to facilitate mobility. However, in addressing traffic congestion, the main problem is that the authorities are approaching the issue in the wrong manner.

Their approach is based in the short-term and, consequently, the problem is never solved. It is merely postponed to some later date to be picked up again years down the line by future generations. This has been shown to be the case time and again everywhere, and clearly crops up in all major studies on transport planning and management.

Ian Borg, the Minister of Transport, is not the cause of traffic congestion. He has inherited it from his predecessors who failed to act properly on their watch.

Unfortunately, he is following in their footsteps. Borg too will pass the buck to his successor – more roads, more traffic, more bottlenecks, more traffic congestion.

Borg is ignoring the advice that is clearly spelt out in the Transport Master Plan 2015, which clearly identifies car use and ownership as the perennially unaddressed issue.

It would be pertinent to point out the following extract from section 2.2.1 of the Transport Master Plan, saying that: “historically, it can be seen from experience that the approach to transport planning and policy in Malta has generally been more short-term (4-5 years) in nature. The lack of importance given to long-term planning means that a long-term integrated plan based on solid analysis with clear objectives and targets is lacking.”

The section goes on to say: “This has resulted in the lack of strategic direction and the inherent inability to address difficult issues such as private vehicle restraint. There is a strong reluctance for Maltese society to change but this is in contrast with the need for communal action to address the traffic problems existing now and in the future. This results in the Maltese traveller expecting that everyone else will change their travel habits so that they can continue to drive their car.”

The real issue is that our society is car dependent. This is reflected not only in all we do but also in the manner we go about doing it.

Unfortunately, governments are only interested in short-term solutions as they will generally not be around for much longer than that. So, they do not bother with implementing a long-term vision.

We need to change tack and focus our energy on the long-term solutions. It this case, it means that we can only solve traffic congestion by shifting from a focus on road capacity to one addressing car dependency. This signifies that we no longer merely act on the effects but that, instead, we start focusing on the real cause of our problem: changing our behaviour by reducing our car dependency.

I agree that this is easier said than done. But it is also fair and realistic to state that further procrastination will only add to our problems. The present state of affairs is precisely the direct consequence of a failure to act over a number of years, spurred by a policy and planning failure that has consistently opted for the short-term stop-gap solutions instead of the long-term ones.

 

Published in The Times of Malta: 9 August 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