Lil hinn mill-ġebla u l-kaċċa

 

Illum l-ambjent sar parti essenzjali mil-lingwaġġ politiku li jużaw il-partiti politiċi ta’ kuljum. Imma jekk dan hux kaz ta’ konvinzjoni jew konvenjenza, hu storja oħra.

L-ippjanar bl-addoċċ tal-użu tal-art tul is-snin flimkien mal-kaċċa irresponsabbli u insostenibbli kienu fuq quddiem fl-agenda ambjentali għal ftit taż-żmien mhux ħażin. Ġa ktibt b’mod estensiv dwar dan. Il-ħarsien tal-ambjent iżda, jfisser ħafna iktar minn hekk, avolja fiċ-ċirkustanzi partikolari ta’ pajjiżna kemm l-ippjanar għall-użu tal-art kif ukoll il-kaċċa ser jibqgħu fuq nett fl-aġenda ambjentali.

Żewġ oqsma li bla dubju ser ikunu fuq quddiem nett fl-aġenda ambjentali tal-pajjiż fix-xhur u s-snin li ġejjin huma l-kwalitá tal-arja u l-iskart li niġġeneraw.   Materji li ilna nitkellmu dwarhom is-snin bħala oqsma kruċjali li għandhom impatt fuq il-kwalitá tal-ħajja.

Il-kwalitá tal-arja f’pajjiżna hi effettwata prinċipalment mill-emmissjonijiet tal-karozzi. Teħtieġ li tkun indirizzata permezz  ta’ strateġija nazzjonali dwar it-trasport li tinkoraġixxi forom alternattivi ta’ aċċess sostenibbli bejn l-ibliet u l-irħula tagħna.

Il-metro li qed tiġi proposta ta’ min jikkunsidraha minkejja li s’issa għad ma hemmx dettalji biżżejjed dwar il-proposta nnifisha. Din il-proposta tal-metro, għandu jkun sottolinejat, tista’ tagħmel sens biss jekk tkun marbuta ma azzjoni simultanja li l-ewwel tnaqqas il-karozzi mit-toroq b’mod sostanzjali u li sussegwentement tassigura li fit-toroq tagħna jkun hemm biss karozzi li jaħdmu bl-elettriku.

Ma jagħmilx sens li tipproponi l-introduzzjoni ta’ metro u fl-istess ħin tibqa’ għaddej bi programm ta’ bini ta’ flyovers jew twessigħ ta’ toroq għax programm ta’ din ix-xorta filwaqt li jnaqqas il-konġestjoni tat-traffiku b’mod temporanju jżid il-kapaċitá tal-istess toroq li jieħdu iktar traffiku u dan minn innifsu jwassal għal iktar konġestjoni tat-traffiku.

L-użu ikbar tar-rota tradizzjonali kif ukoll tal-pedelecs ukoll jagħti kontribut sostanzjali għal iktar mobilitá u anke għal kwalitá tal-ħajja aħjar. Imma dan jeħtieġ investiment sostanzjali fl-infrastruttura. Dan jinkludi mhux biss toroq aħjar għal dawk li jużaw ir-rota imma ukoll faċilitajiet ta’ showers fil-post tax-xogħol flimkien ma postijiet addattati fejn titqiegħed ir-rota fiż-żoni riżervati għall-parkeġġ.

Il-mezzi differenti ta’ trasport pubbliku għandhom ikunu imħeġġa biex jagħmlu użu minn sorsi nodfa ta’ enerġija. Dan jista’ jsir billi, pereżempju l-karozzi tal-linja eżistenti jkunu konvertiti biex jaħdmu bil-metan.

L-iskart li niġġeneraw huwa wġiegħ ta’ ras ambjentali kbira li fl-aħħar qed jingħata iktar attenzjoni. Presentement qed ikun indirizzat l-iskart organiku ġġenerat mill-qasam domestiku. Jekk dan l-iskop jintlaħaq dan jista’ jagħti riżultati tajbin għax l-iskart organiku jammonta għal madwar nofs l-iskart li niġġeneraw mid-djar tagħna. Imma hemm ħtieġa urġenti ukoll li l-awtoritajiet tat-turiżmu jiffukaw ftit attenzjoni fuq l-iskart organiku li jiġġeneraw ir-restoranti u faċilitajiet simili għax dan il-qasam kien traskurat għal ftit taż-żmien mhux ħażin.

Il-qasam tal-iskart jista’ jiġġenera ħafna impiegi ambjentali (green jobs) f’industrija tar-riċiklaġġ li għad tista’ tikber għax għandha potenzjal kbir. Din hi problema li kibret magħna tul is-snin minħabba traskuraġni: nistgħu bi ftit attenzjoni nittrasformawha f’opportunitá li mhux biss tissarraf fi kwalitá tal-ħajja aħjar imma ukoll f’ġid ekonomiku.

ippubblikat fl-Illum  – 28 ta’ Mejju 2017

Green and clean :  beyond land use planning and hunting

It is obvious to everyone that the environment is nowadays an integral part of the political lexicon of all the political parties in Malta. Whether this is out of conviction or out of convenience is,  however, another story altogether. Irrespective of the objective, it is still however positive to observe this development.

Reckless land use planning over the years, as well as irresponsible and unsustainable hunting, have been at the forefront of the environmental agenda for quite some time and I have already written extensively on these topics. Caring for the environment signifies much more than this, even though both land use planning and hunting will, of necessity remain at the top of Malta’s environmental agenda.

However, competing for attention and resources, the quality of the air we breath – as well as the waste we generate – are two specific areas which will undoubtedly be on the environmental action agenda in the months and years ahead. These are areas which the environmental lobby has been emphasising for years on end as being crucial in determining a better quality of life for all.

Air quality has to be tackled head on through the formulation of a transport strategy that seeks to encourage alternative forms of sustainable access between our towns and villages. This will most probably be a combination of various means and actions.

The proposed metro is an option worth considering, even though details are currently not available. The metro will only be feasible if it is linked with focused action on reducing the number of cars from the road and ensuring that all remaining cars on the road, after a reasonable transition, are electric cars. It is useless promoting a metro and simultaneously retaining a substantial programme of road-widening and/or construction of flyovers. Improving the road network will only ease traffic congestion temporarily but it will simultaneously increase the capacity for more traffic leading in turn to more traffic congestion.

Encouraging the use of bicycles and pedelecs will contribute substantially to improved mobility and a better quality of life, including ever-improving air quality. Substantial investment in the bicycle infrastructure  is however required. This must include the provision of more bicycle friendly roads and shower facilities at places of work as an essential pre-requisite, together with more bicycle parking areas.

Different forms of public transport using clean energy should also be encouraged – for example, converting existing public buses to the use of methane as their primary fuel.

Waste management is another environmental headache, and which has, of late, been receiving more attention. An effort is currently under way to address the organic fraction of the household waste generated. If properly managed this could lead to substantial results as organic waste accounts for around 50 per cent of all the household waste generated. The tourism authorities must, however, seek to focus on the organic waste generated by bars and restaurants as MTA has neglected this matter for far to long.

Proper waste management can result in the generation of green jobs in the recycling industry – which is still in its infancy but holds a lot of potential.  It is an opportunity to transform a problem caused by neglect over the years  into an opportunity which will be both green and clean.

published in The Malta Independent on Sunday – 28 May 2017

It-toroq tagħna wkoll

 

AD.cycling

Il-bieraħ, it-Tlieta, flimkien ma Ralph Cassar, Segretarju Ġenerali ta’ Alternattiva Demokratika kif ukoll ma’ rappreżentanti tal- Bicycling Advocacy Group (BAG) indirizzajt konferenza stampa f’Marsaskala dwar id-deċiżjoni tal-Kunsill Lokali ta’ Marsaskala li jneħħi għal kollox il-passaġġ għar-roti (cycle lane) fi Triq is-Salini.

Ngħiduha kif inhi: il-passaġġ kien wieħed part-time, għax ma kienx jista’ tintuża kuljum u f’kull ħin, u dan apparti meta kien ikun imblukkat mill-karozzi. Il-passaġġ seta jintuża biss matul il-ġimgħa sal-ħamsa ta’ waranofsinnhar. Ovvjament dan kien fil-ħin li l–parti l-kbira tan-nies tkun għax-xogħol. Allura hu ovvju li ftit intuża jekk la wara l-ħin tax-xogħol u l-anqas fi tmiem il-ġimgħa ma seta jintuża.

Flok ma tejjeb il-passaġġ tar-roti u estenda l-ħin li fih seta jintuża, l-Kunsill Lokali ta’ Marsaskala neħħieħ għal kollox. Għamel dan bla ma ikkonsulta ma ħadd. Qiesu li t-toroq huma għall-karozzi, biss.

Hija ħasra u riżultat ta’ nuqqas ta’ viżjoni fit-tul li l-Kunsill ta’ Marsaskala, minflok ma’ jżid il-faċilitajiet għal forom ta’ trasport differenti kif ukoll għal eżercizzju fiżiku fi spazji pubbliċi, ineħħi l-uniku triq mal-kosta f’żona urbana b’passaġġ għar-roti.

 

B’din id-deċiżjoni l-Kunsill Lokali ta’ Marsaskala qed jagħti messaġġ ħażin.  M’huwiex jifhem li anke jekk il-passaġġ kien wieħed part-time kien fih innifsu messaġġ simboliku ta’ inkoraġġiment liċ-ċiklisti u liċ-ċikliżmu. Kien messaġġ favur l-użu ta’ mezzi alternattivi ta’ transport. Messaġġ qawwi kontra l-konġestjoni tat-traffiku. It-toroq, wara kollox huma tagħna wkoll, mhux tal-karozzi biss.

F’pajjiż żgħir bħal tagħna fejn id-distanzi bejn lokalità u oħra fil-parti l-kbira tagħhom huma żgħar huwa importanti li ninkuraġġixxu ċ-ċikliżmu. Meta nagħmlu dan inkunu qed nagħtu kontribut għal kwalità tal-arja aħjar kif ukoll inkunu qed innaqqsu l-kontribut tal-pajjiż għat-tibdil fil-klima kif ukoll nieħdu ħsieb ta’  saħħitna.

Biex naslu irridu ntejbu l-infrastruttura meħtieġa għaċ-ċikliżmu. Fosthom iktar passaġġi għar-roti u bicycle racks (fejn jintrabtu r-roti).

Illum qabel għada. Għax it-toroq huma tagħna wkoll.

cycle laneTwo Tier-Cycle-Rack-3

Reducing 122,000 vehicles from Malta’s roads

 

traffic congestion

source : http://www.um.edu.mt/think/bad-traffic-bad-air/

 

The government is apparently worried about parking problems being faced by practically all localities in Malta and Gozo. In fact, during a press conference by Transport Minister Joe Mizzi in Rabat recently, it was stated that a policy document on parking has been submitted for Cabinet’s consideration, prior to its being issued for public consultation. As usual, the government worries about effects and is very rarely willing (or able) to exercise some thought on the causes of the everyday problems we all face.

The National Statistics Office says that at the end of the Third Quarter of 2014, Malta had 332,455 vehicles on its roads.  With a population of around 421,000 this translates into 790 vehicles per 1000 population, one of the highest vehicle ownership profiles in the world. Being one of the smallest countries, with everywhere being within easy reach, it would be logical to expect that Malta should have a much different and lower vehicle ownership profile. This also sharply contrasts with the vehicle ownership profile of the USA (786), Italy (682), UK (516), Spain (592) and Switzerland (573). Even Luxembourg’s profile which stands at  741 per thousand is lower than Malta’s.

To visualise the severity of the problem, it is being stated that if Malta were to have a vehicle ownership profile of say 500 vehicles per thousand population (close to that of the United Kingdom  which currently stands at 516), the total number of vehicles on Maltese roads would be 210,673, that is a reduction of 121,784 vehicles from the current total. This would amount to a reduction of 36.63% of vehicles on Malta’s roads at present. This I submit is a realistic objective that we should aim for: reducing 122,000 vehicles from Malta’s roads.

Thus the issue which  should be tackled by Malta’s Minister for Transport is not one of seeking space for parking but reducing the number of vehicles on our roads. While parking is a problem, which will undoubtedly get worse, it is not the major transport problem in Malta.  Extensive car ownership is “the” problem. Too many vehicles on the road is not a sign of affluence but a clear indicator of administrative incompetence throughout the years. This should be the primary target of transport policy: facilitating sustainable mobility for all while reducing radically the number of vehicles on the road, thereby reversing the accumulated impacts of administrative incompetence.

Unfortunately, the government’s objective so far seems to be the precise opposite: making way for more vehicles on the road. This is the only real significance the parking policy-in-waiting or of major transport infrastructure projects in the pipeline which absorb millions of euros. These funds  could easily be used to promote more fruitful objectives.

It should focus on facilitating sustainable mobility for all while reducing vehicle ownership as a policy target would address traffic congestion, parking and air  and noise pollution. An added benefit would be that it would also cost much less to both the state and to the individual. In the long term, as a result of reduced air pollution, we will also have less respiratory illness, consequently reducing both the individual as well as the national health bill. Fewer cars on the road would also encourage more bicycle use and maybe the introduction of more and continuous bicycle lanes in contrast to the intermittent ones currently provided by Transport Malta.

This cannot be done overnight. Having been neglected for the past 50 years or so, it will take quite some time to reverse the dependence on private vehicles nurtured by a public transport system which was allowed to disintegrate. Various policy initiatives can be taken. Both the carrot and the stick have a role in such policy initiatives.

A number of interim measures may need to be introduced until such time as the new public transport provider, Autobuses de Leon, establishes itself firmly. When this is done, it is in everybody’s interest that public transport use is the success it never was to date.

A public transport system has to be both efficient and reliable. To achieve these objectives substantial subsidies are essential. This is the primary reason why the Arriva experiment failed. It was starved of subsidies as a matter of policy and was expected to survive on a relative pittance.  Even on the drawing board, it was clear from day one that the Arriva experiment was doomed to fail.

Public transport is not made up just of the public buses. The monorail initiative currently on the drawing board as well as adequate sea-transport  [servicing primarily Valletta, Sliema and the Three Cities] will also go a long way to reduce th number of  vehicles from our roads.

These are the policies which the government should consider implementing. Will it be bothered?

published in the Malta Independent on Sunday: Sunday 4th January 2015

Beijing’s bicycles

A comment in the Times online relative to my article published yesterday reminded me of the following article which I published in 2007.

times_of_malta196x70

published in the Times August 11, 2007

by Carmel Cacopardo

____________________________________________________________

A popular song points out that “there are nine million bicycles in Beijing”. Unfortunately, the advent of “progress” in Beijing is also affecting their use as cars are taking over. Ten to 15 years ago Beijing’s Tiananmen Square was still quite a sight with interminable rows of bicycles in their racks awaiting their users’ return close to the same spots which had seen military tanks squash the students’ revolt in June 1989.

Locally, we can easily do away with the use of a car when travelling short distances. Yet, notwithstanding, bicycle use in Malta is surprisingly limited. It is unfortunately not part of our way of life.

The bicycle’s benefits are multifold: physical fitness, cleaner air to breath , quieter and safer roads and a healthier balance of payments through the use of less fossil fuels and cars! It is a sustainable means of transport.

According to ADT (the Transport Authority), only 0.3 per cent of all trips in Malta are carried out through the use of a bicycle. ADT has in the recent past introduced bicycle lanes in a number of localities. In addition, within the context of the Park and Ride Project between Blata-l-Bajda and Valletta, commuters have been given the option of using a bicycle instead of making use of the mini-bus service. The number making use of this option is apparently very small.

ADT’s initiative of introducing bicycle lanes was appropriate and could easily be extended. On its own it is, however, insufficient. It requires a coordinated effort involving the ministries responsible for sports, health, environment and local councils in addition to the ministry responsible for transport. As a first step they should get their heads together to encourage cycling as a sport, simultaneously encouraging us to use bicycles to improve our health, thereby reducing pollution and laying the foundations for a sustainable transport policy even at a local level. It should not involve any substantial expense. Local councils could take the initiative through drafting and implementing a local environmental programme of action within the framework of Local Agenda 21 which 15 years after the Rio Earth Summit is still missing from our local policies. Very little information on cycling in Malta is available on the web. An exception being ADT which has posted an informative feature on its introduction of cycle lanes and also comments on the issue in its 2006 Annual Report.

The National Sustainability Strategy (still in draft form) recognises the need to promote a sustainable transport system. Land-use activities, states the Sustainable Development Strategy should “be located in such a way as to reduce the need for travel or such that travel can be carried out by transport modes with reduced environmental impacts” (paragraph 3.1.9). Cycling is one such transport mode.

Encouraging cycling is a challenge not just for central government but also for local councils. Especially those councils which are within a short distance of each other. They can cooperate and encourage cycling instead of the use of cars when travelling short distances. They have, however, to ensure that cyclists are not exposed to unnecessary dangers when on the road.

Our roads and streets have been designed more for the car and less for the human person. We need to claim them back for our use. More of our roads and streets need to be off limits to cars. Our local councils should claim back on our behalf streets and roads such that together with our children we can walk or cycle without fear and be able to breathe some fresh air in our urban environment. This is an area in which neighbouring local councils can cooperate through developing a common local transport policy.

Improvements in our quality of life will be just one of the results! We will certainly not have nine million bicycles on our roads, but a substantial number just the same.

Dak il-bicycle

bike_rack_project

 

 

Mela issa jekk tixtri bicycle ser tieħu lura 15.25% ta’ dak li tħallas. Din hi miżura tajba intenzjonata biex tħajjar l-użu tal-bicycle għal distanzi qosra. Miżura posittiva.

 

Imma l-bicycle fejn sr ikun ipparkjat ? Ma hawnx bicycle racks biżżejjed. Safejn naf jien ġew istallati bicycle racks f’B’Kara (fi żmien li kien kunsillier Mario Mallia f’isem Alternattiva Demokratika) u f’H’Attard (bl-inizzjattiva ta’ Ralph Cassar – kunsillier ieħor ta’ Alternattiva).

 

Fit-toroq l-anqas ma għandna sigurta’ biżżejjed għax ftit li xejn għandna cycle lanes. Uħud minn dawk li saru jieqfu ħesrem.

 

Il-miżura ta’ refużjoni ta’ 15.25% tal-prezz ta’ bicycle hi waħda tajba. Imma hemm ħtieġa ta’ ħafna iktar.

 

cyclelane