Overdevelopment is eating up open space

The problems being caused by the continuous overdevelopment around us is a direct consequence of the local plans approved in 2006. The rationalisation exercise which was approved practically simultaneously, and as a result of which around two million square metres of ODZ land was given up for development made matters considerably worse .

The latest example is the planning application relative to a stretch of land measuring 1273 square metres in Santa Luċija. This land is, until now, an open space within the locality of Santa Luċija.

The late architect Joseph M.Spiteri, who in the late 1950s designed the locality of Santa Luċija from scratch took great care in planning for the needs of a community when he was preparing giving birth to the Santa Luċija locality. As emphasised by his son Dr Stephen C. Spiteri in the publication entitled Joseph M. Spiteri: A Maltese Architect and his work, when designing Santa Luċija, Joe Spiteri ensured that there was plenty of open space and trees. In his ideas Spiteri was undoubtedly influenced by the then prevalent housing design in the United Kingdom: Spiteri placed great emphasis on pedestrianisation and vehicular segregation together with the availability of plenty of open spaces. Environmentalists are still emphasising these points as an essential prerequisite for sustainable living.

The ideas pioneered by Architect Joseph Spiteri in Santa Luċija as a result of which open space around residential areas was considered as an essential contributor to enhancing the quality of life of all were unfortunately discarded over the years in housing design in the Maltese islands. Instead, we were offered intensive development of land aimed at maximising profits along the whole building development chain. Our quality of life was exchanged with healthy bank accounts.

The creation of an environment conducive to the creation of a sustainable living space has unfortunately been abandoned. The objective to be in harmony with our surroundings was abandoned.

Architect Joe Spiteri and his colleagues at the then Public Works Department invested substantial energies in trying to create from scratch a land use planning system during the mid-1960s. With the assistance of advisors sent by the United Nations a forward-looking town and country planning Act was approved by Parliament in the late 60s only for it to be ignored by those who were entrusted with its implementation.

This is the root cause of the present malaise in local land use planning. All efforts made by dedicated professionals over the years were meticulously undermined.

The current proposed project in Santa Luċija subject to planning application PA5152/22 has to be seen within this context. It gobbles up land which the original design for Santa Luċija had earmarked as open space.  The open space is not wasteland but part of the essential lungs which the local community requires to breathe. Without it the community is deprived of an essential element of its community infrastructure.

The Ministry for the Environment is currently advocating the need for open public spaces. This rhetoric has however not been translated into tangible action as the Planning Authority is still encouraging a free-for-all building spree transforming existing open spaces into euro machines.

One of the major lessons of Covid-19 was the mental health impact on many in our urban areas who were constrained indoors. The lack of adequate public open spaces made matters worse during the Covid months.

Our urban areas have been left to develop on their own for quite too long. As a result, they have been guided by business-friendly or market-friendly authorities, producing the mess of an urban jungle we have to face every day. This is a mess resulting from political decisions which have ensured that profits repeatedly have a priority over people and their quality of life.

The Santa Luċija planning application PA5152/22 is the latest example of all this. The creation of a sustainable living space has once more been sacrificed on the altar dedicated to the euro-machine!

published on The Malta Independent on Sunday: 25 September 2022

When caves collapse: people may be killed

On the 14 September the Planning Authority approved application PA3487/19 which proposed the   “stabilization of dangerous rock slope; repair to deteriorated concrete wall and construction of wave dissipation slope along the Qui Si Sana coastline”.

In simple language this involves a permit for remedial works after a cave along the Sliema Qui Si Sana coastline collapsed, thereby exposing the MIDI development works immediately behind the cave: the basement level of residential blocks T14 and T17.

We have been told that the cave collapsed as a result of erosion along the coastline. Some readers may tend to forget that way back in 2016, a Maltese geologist had sounded the alarm that a “high-rise had been constructed over a fractured and eroded sea cliff, which could collapse any time soon.” The collapse in fact occurred relatively quite soon, signifying that the geologist was pointing out the obvious which was being ignored or not given due consideration by the developer and his advisors.

The point to be made is why the Planning Authority permitted the development to take place so close to the coastline. As far as I am aware, the EIA relative to the Tigne Development by MIDI does not reveal any detailed studies on the condition of the coast as well as on the impacts of erosion on the Qui Si Sana coastline and its relevance to the development of the MIDI project. The issue is not just one of remedial works but on why the Planning Authority  ignored the state of the coast, as a result permitting development too close to the coastline for comfort. The collapse is adequate proof of all this. The Planning Authority has much to explain in this specific case. Its actions, or lack of them, should be investigated.

The issue is not one relative to the structural stability of the development but of the protection of the coastline.

Erosion as a result of natural elements occurs continuously. It is a natural ongoing phenomenon.

In this respect it may be pertinent to draw attention to a report, authored by a team of geologists, dated October 2007 and entitled : “Report on Coastal Sliema. Geology, geomorphology, sites of scientific interest and coastal protection considerations.” This report was commissioned by the Sliema Local Council.

The 50-page report, which makes interesting reading, emphasises that a number of sites along the Sliema coast “are undergoing rapid coastal erosion that will increase with climate change, resulting in instability or failure in coastal infrastructure.”

Of particular interest is that the report, authored in 2007, goes on to state that “The faulted coast along Għar id-Dud is retreating rapidly by dislodgement of boulders along joints and faults. Public structures that may be affected include Tower Road promenade. The Għar id-Dud cave may also partially or totally collapse, leading to the caving-in of the overlying pedestrian promenade. If collapse is sudden and during daytime/early night time, injury and loss of lives may result.”

I have personally drawn attention of the Transport Minister to the above some time ago, however to date I am not aware that any action has been taken.

The matter was already very worrying way back in 2007 and most probably it is even worse now, after thirteen years, given that no coastal protection works have been taken in hand in the area in the intervening period.

The Għar id-Dud cave is the result of natural erosion and collapse accelerated by wave action. This is a natural process that cannot be halted unless adequate coastal protection works are initiated. If nature is left on its own, the end result is quite predictable: a complete collapse of Għar id-Dud, a caving in of the overlying pedestrian promenade and a number of dead or injured pedestrians, depending on the time of day when a collapse possibly occurs.

Will Transport Malta and the other authorities wake up from their slumber and act immediately please?

published in The Malta Independent on Sunday: 27 September 2020

Il-politika dwar it-trasport: ħtieġa li nħarsu fit-tul

Biex nindirizzaw sewwa l-ħtiġijiet tal-pajjiż jeħtieġ li nħarsu fit-tul. Biex dan iseħħ hu meħtieġ ippjanar serju: li wara li jikkonsidra l-possibilitajiet kollha u janalizza l-impatti li jistgħu jirriżultaw iwassal għal deċiżjoni dwar l-aħjar soluzzjoni u mbagħad sussegwentement li din tkun imwettqa.

L-implimentazzjoni tal-politika dwar it-trasport, f’Malta, ma tħarisx fit-tul. Dan minkejja li għandna pjani ppreparati riċentement: il-Master Plan dwar it-Trasport li jwassal sal-2025 u l-Istrateġija Nazzjonali dwar it-Trasport li twassal sal-2050.

Imma sfortunatament hemm diskrepanza mhux żgħira bejn il-politika dwar it-trasport u l-implimentazzjoni tagħha. L-interventi fl-infrastruttura mwettqa jew li qed jitħejjew minn Trasport Malta u/jew Infrastruttura Malta ftit li xejn jaqblu mal-għanijiet dikjarati tal-Master Plan u l-Istrateġija dwar it-Trasport.

Ħa nkun ċar: mhux qed ngħid li m’għandu jsir xejn. Id-diżastru li qed niffaċċjaw fil-qasam tat-trasport jista’ jsir agħar milli hu illum jekk ma jsir xejn. Jeħtieġ bla dubju intervent mill-Gvern, imma dan jeħtieġ li jkun ippjanat u iffukat fuq il-problemi reali kif identifikati fil-pjani mfassla għall-Gvern Malti fl-2015 mill-konsulenti tiegħu tal-konsortju Italo-Spanjol Ineco-Systematica, imħallsa mill-fondi Ewropej dwar l-iżvilupp reġjonali.

L-għanijiet li jeħtieġ li jintlaħqu huma mfissra fid-daħla għall-Master Plan dwar it-Trasport li hi ffirmata mill-Ministru tat-Transport ta’ dak iż-żmien Joe Mizzi: “Malta, bħal bosta pajjiżi oħra qed tiffaċċja l-isfidi riżultat ta’ bdil fl-istil ta’ ħajja li ngħixu u li qed iwasslu f’domanda ikbar għall-mobilitá personali u dipendenza ikbar fuq karozzi privati. Iktar minn qatt qabel illum jeħtieġilna li nfittxu bilanċ bejn, fuq naħa waħda l-ħarsien tal-ambjent, il-protezzjoni ta’ saħħitna u li nilqgħu għall-impatti negattivi tat-tibdil fil-klima u fuq in-naħa l-oħra t-titjib fl-ekonomija tal-pajjiż. Dan iwassal għal insistenza għal transport pubbliku li jkun aħjar u ta’ min joqgħod fuqu, u għall-użu ta’ mezzi oħra (ta’ transport) kif ukoll integrazzjoni aħjar ta’ dawn il-mezzi.”

Dan hu messaġġ ċar li jemfasizza l-ħtieġa urġenti li nagħmlu użu ta’ mezzi alternattivi ta’ transport kif ukoll li nassiguraw illi nintegraw sewwa l-facilitajiet ta’ transport li għandna. Huwa propju dan li jagħmel il-Master Plan tat-Trasport.

Huwa tajjeb li ninnotaw illi l-Master Plan jemfasizza li nofs il-vjaġġi li jsiru b’karozzi privati fil-gzejjer Maltin jdumu inqas minn 15-il minuta. Dan jindika li din il-mobilitá hi waħda primarjament ta’ natura lokali fuq distanzi qosra. Dan, fil-fehma tal-Master Plan, jagħtina l-opportunitá li ninkoraġixxu iktar mixi u użu tar-rota. Imma, iżid jgħid il-Master Plan, hemm il-ħtieġa ta’ titjib fil-kwalitá tal-faċilitajiet fiċ-ċentri tal-ibliet u l-irħula tagħna, kemm għal min jimxi kif ukoll għal min jagħmel użu mir-rota.

Dan jurina b’mod ċar li jeżistu soluzzjonijiet li jindirizzaw il-mobilitá tagħna kemm fil-lokalitajiet infushom kif ukoll bejn l-lokalitá u oħra. Dawn is-soluzzjonijiet, li jħarsu fit-tul, għandhom il-possibilitá li jindirizzaw nofs il-vjaġġi li jsiru bil-karozzi privati, l-parti l-kbira minnhom fil-ħinijiet li jkun hemm ħafna traffiku fit-toroq tagħna. Dan mingħajr ma biss nikkunsidraw xi bypass jew proġett ta’ toroq massiċċ. Safejn naf jiena, s’issa, fit-tliet snin li suppost illi ilu fis-seħħ il-Master Plan tat-Trasport, ma ittieħdet l-ebda inizjattiva ta’ din ix-xorta. Dan hu qasam ta’ ħidma li fih is-sehem tal-kunsilli lokali huwa essenzjali għax ifisser li hemm il-ħtieġa li niddiżinjaw mill-ġdid it-toroq u l-ispazji pubbliċi kollha tagħna b’mod li nittrasformawhom biex ikunu għas-servizz tar-residenti u mhux iktar biex jiffaċilitaw l-użu tal-karozzi kif wara kollox huma illum.

Il-karozzi ħadulna t-toroq. Hemm bżonn li neħduhom lura.

Li ntejbu l-infrastruttura tat-toroq tagħna u dik li nsejħulha l-għamara tat-triq twassal biex jibda jkun implimentat il-Master Plan tat-Trasport għax jinkoraġixxi t-tnaqqis fl-użu tal-karozzi privati għad-distanzi qosra: u dan ftakru li jinvolvi nofs il-vjaġġi li jsiru bil-karozzi! Iktar emfasi fuq il-ħtieġa ta’ użu tat-transport pubbliku fuq livell ta’ lokalitá għandu jwassal ukoll għal żieda fl-użu bejn lokalitajiet fil-qrib. Jekk dan isir sewwa, bla dubju, tonqos id-dipendenza fuq il-karozza privata u iktar nies tifhem kemm ma hemmx ħtieġa tal-proġetti kbar ta’ toroq li hawn għaddejjin bħalissa li huma sempliċiment ħela ta’ flus li nistgħu nużaw ħafna aħjar.

Din hi stampa żgħira tal-ħarsa fit-tul li l-konsulenti Italo-Spanjoli tal-gvern fasslu fil- Master Plan tat-Trasport. Hi għodda tajba li tista’ tgħinna nnaqqsu d-dipendenza żejda tagħna fuq il-karozza privati, li wasslet għall-qagħda diżastruża fit-toroq tagħna illum. Għandna nimplimentaw dawn il-proposti malajr kemm jista’ jkun: illum qabel għada.


Ippubblikat fuq Illum : il-Ħadd 9 ta’ Settembru 2018





Transport policy: missing the long term view

To  adequately tackle a country’s needs, a long-term view is essential. This necessitates serious planning: that is to say considering all the possible options, analysing the resulting possible impacts, taking a decision on the optimum solution and then implementing that decision.

The implementation of transport policy in Malta is such that the long-term view is almost completely discarded. I say “almost” because it exists on paper in the form of a Transport Master Plan running untill 2025 and a National Transport Strategy running untill 2050.

Unfortunately, there is a mismatch between transport policy and action. The infrastructural interventions being planned or being carried out through Transport Malta and/or Infrastructure Malta do not match the declared objectives in the Transport Master Plan and Strategy.

Let me be clear: doing nothing is not an option. The current transport mess cannot be left unattended as it can only get worse. It requires government intervention, which must be planned and focused on addressing the real issues identified in the transport plans drawn for the Maltese government in 2015 by the Ineco-Systematica Consortium, the Italo-Spanish consultants paid for from EU regional development funds.

The objectives to be achieved are encapsulated in the forward to the Transport Master Plan signed by former Transport Minister Joe Mizzi: “Malta, like many other countries, faces the challenges of lifestyle changes that have resulted in increased demand for personal mobility and more dependence on private cars. Today, more than ever, we need to strike a fine balance between protecting our environment, preserving our health and mitigating the negative impacts of climate change, on the one hand, and improving economic performance on the other. This will call for better quality and more reliable public transport, a shift to alternative modes and better integration between these modes.”

It is a clear and unambiguous statement emphasising the urgent need for a modal shift to alternative transport means and ensuring appropriate integration between the transport facilities available. The Transport Master Plan does precisely this: it plans the way to achieve this modal shift in a 10-year timeframe.

It is pertinent to point out that the Transport Master Plan 2025 underlines the fact that 50 per cent of journeys by private vehicles in the Maltese islands are of under 15-minutes duration, indicating that substantial mobility produced at local levels on very short paths. This, opines the Master Plan, creates the opportunity to increase the modal share for walking and cycling, as the distances travelled are short. However, it adds: “there is the need to promote and strengthen the quality of the pedestrian and cycling facilities” within and around town centres.

This clearly indicates that long term solutions can be found in addressing the mobility preferences within localities themselves, as well as between neighbouring localities. This has the potential of tackling 50 per cent of vehicles movements, a substantial portion of them during peak-traffic time, without even considering any bypass or major road project. I am not aware of any such initiative so far, three years after the approval of the Transport Master Plan. It is an area of action in which the involvement of local councils is essential, as it will involve redesigning practically all of our roads and public spaces in each and every locality in order that they are transformed to be resident-friendly rather than vehicle-friendly, as they have been to date.

Cars have taken up our roads and we need to take them back.

Improving our locality infrastructure and street furniture so that our roads are resident-friendly should be the first step in implementing The Transport Master Plan and, remember, this involves 50 per cent of trips made by private vehicles. Adding emphasis to the need to make more use of public transport, even at a local level, should also increase its use between neighbouring localities. If done properly, this could further reduce the dependency on private vehicles and consequently put a substantial break on the perceived need of massive road infrastructural projects which are just monies down the drain which we could definitely put to better use.

This is just a snapshot of the long-term view that the government’s Italo-Spanish advisors provided in the Transport Master Plan 2025. It is a tool which can help wean us away from excessive dependency on private cars that has resulted in a transport policy failure over the years. It is about time that the provisions of this Master Plan are implemented, and the sooner, the better.

published in The Malta Independent on Sunday : 9th September 2018

Beyond roundabouts and flyovers


The need for adequate traffic management is apparently, at last, very high on the list of matters preoccupying the Maltese public. The solutions to the problems we face, however, depends on the behaviour of each and every one of us.

Traffic congestion is a constant irritation, as our roads are clogged for longer periods of time and in addition to wasting an ever-increasing amount of time in traffic, we are simultaneously constantly reducing the quality of the air we breathe.

Tackling traffic management adequately would hence address two fundamental issues: air quality and our clogged roads.

I do not dispute that improving the road network eases the flow of traffic. However, it has to be stressed that this is only a short-term measure. Adjusting the roundabout at Manwel Dimech Street in Qormi or the traffic lanes close to the airport or constructing flyovers at Kappara and Marsa will address and rationalise traffic movement now.

However, this further development of the road infrastructure is simply an encouragement for more cars to use our roads. It is only a matter of time when it will be the turn of the new developments to burst at the seams.

The present state of affairs is the direct result of the long-term neglect of transport policy. Public transport – as well as alternative means of transport – has been given the cold shoulder for far too long.

We require a transport policy that actively encourages the reduction of the number of vehicles on the road. Having around 800 cars on the road for every one thousand people in a small country is ridiculous. The small distances between localities in Malta and Gozo should make it much easier to encourage a reduction in dependence on the privately-owned car. Initiatives can be taken on a local level as well as between neighbouring localities. In such instances, it can be much easier to encourage the use of bicycles or the use of public transport or even to walk short distances: our health will surely benefit.

Isn’t it about time that we claim back ownership of our streets? We need more pedestrianised streets inaccessible to cars at any time of the day in every locality in Malta and Gozo. More streets need to be traffic-free, safe for children and parents to walk to school and back. We also need wider pavements for the use of pedestrians (not for tables and chairs to service catering establishments).

In the 2016 Budget speech, Finance Minister Edward Scicluna announced that, during 2017, government entities should be finalising sustainable transport plans. In the coming weeks these should be made public and, as a result, we expect that all government entities will commence addressing the mobility requirements of their employees and their customers. If carried out properly, this exercise could also impact on the private sector thereby (hopefully) substantially reducing a substantial number cars from our roads at peak times. In turn, this could have a considerable impact on public transport because with fewer cars on the roads, it should be more efficient.

Concurrently, government should also address the proposal to electrify the whole private transport sector through banning petrol and diesel cars from our roads, after a reasonable transition, and switching over to cars running on electricity. In Malta, this proposal was launched as part of Alternattiva Demokratika’s 2017 election manifesto. Since then, it has also been taken up by the French and UK governments. Removing petrol and diesel cars from our roads would substantially improve the quality of the air we breathe in all our localities and consequently in the long term will contribute to a considerable reduction of respiratory ailments.

This is the only way forward by which traffic is brought under serious control simultaneously ensuring sustainable mobility and improving the quality of our air.


published in The Malta Independent on Sunday : 10 September 2017

Titjib mehtieg f’Marsaskala


Il-bierah flimkien ma Harry Vassallo u Saviour Sammut iltqajt ma’ delegazzjoni tal-Assocjazzjoni Kummercjali ta’ Marsaskala li maghhom kellna diskussjoni utli hafna. Id-diskussjoni li kellna ffukat fuq id-diffikultajiet li tifaccja l-komunita kummercjali fil-hidma taghha.

Jixtiequ li x-Xatt ikun maghluq ghat-traffiku u li minflok tinholoq rotta alternattiva. Dan ikun ifisser lok iktar trankwill ghal min fil-ghaxijiet iqatta’ l-hin liberu tieghu f’dawn l-inhawi. Ifisser ukoll generazzjoni ta’ iktar negozju u xoghol.

Izda jfisser ukoll li l-inkonvenjent tat-traffiku ggenerat minn trid principali jista’ jiccaqlaq ghal inhawi godda li llum huma hielsa mill-istorbju u t-tniggis li tiggenera triq traffikuza. Dan l-inkonvenjent ghan-nies m’huwiex jinghata bizzejjed importanza.

Fissrulna ukoll il-proposta li ssir Yacht Marina f’Marsaskala. Filwaqt li jemmnu li din  tista’ tiggenera l-kummerc huma konxji li proposta bhal din meta attwata m’ghandhiex ixxellef il-karatteristici tal-bajja.

L-AD thoss li ma tistax tiehu posizzjoni la favur u l-anqas kontra yacht marina f’Marsaskala sakemm ma tkunx taf ezattament x’qieghed ikun propost.  Imbaghad, meta l-proposta tkun maghrufa ghandu jkun car li din hi materja li tinteressa l-komunita kollha ta’ Marsaskala. Ghandha tkun il-komunita kollha flimkien (komunita’ kummercjali flimkien mar-residenti) li b’mod matur tiehu decizjoni. Jekk mehtieg permezz ta’ referendum lokali. Dan isir wara li kulhadd ikollu l-opportunita li jkun jaf dak kollu li jkun qieghed jigi propost. F’dan il-kuntest l-awtoritajiet ghandhom jiffacilitaw diskussjoni matura li tista’ twassal ghal titjib fil-komunita kollha.

L-AD permezz tal-manifest elettorali taghha ser tinsisti illi proposti ta’ zvilupp ta’ din ix-xorta ghandhom ikunu rizolti b’dan il-mod wara process trasparenti. L-awtoritajiet ghandhom jassiguraw li l-informazzjoni tkun korretta u li l-aspetti teknici u ambjentali jkunu kollha indirizzati. Id-decizjoni johduha r-residenti. Ghax l-ippjanar dwar l-uzu tal-art ghandu jkun demokratizzat.