Beyond the trees

The public debate of the Central Link project is currently concentrated on the manner in which it will impact the tree population along its route. It is an important discussion because it is concentrating on one of the visible impacts of the project. The trees should definitely by protected and preferably increased in number.

However the number of trees impacted is just an (important) detail. There are other “important details” which need to be considered, amongst which the agricultural land to be taken up, the emissions – which need to be reduced, in particular the minute particulate matter- as well as noise pollution.

Little discussion has, however, ensued on the basic question: do we need the proposed improvement of the road network?

To answer this basic issue, we need to consider the different options available to facilitate sustainable mobility around our islands. These are options that are available to each and every one of us, but do we make use of them?

Why do we make use of private cars for very short distances? Are we aware of the fact that around 50 per cent of journeys in private cars on our roads are of under 15 minutes duration?

To answer the basic question we cannot just focus on traffic congestion. Traffic congestion is, in reality, the effect and not the cause of our transport problems: it means that our roads are bursting at the seams. We need to consider the issue in depth and in a holistic manner.

The National Transport Master Plan for the Maltese Islands does just that. When considering the proposals listed in the Master Plan, it is not a question of pick and choose: it is an integrated plan. Some of the proposals are easy to implement, others are tough as they strike at the real cause of our transport problems: our behaviour. Little effort is being expended in this direction.

The operational objectives for road transport in the Master Plan place great emphasis on the need to reduce the role of the car in the busy congested urban areas as well as on the provision of alternatives to private vehicular demand in these areas.

Unfortunately, instead of implementing these basic operational objectives Transport Malta is focusing on increasing the capacity of the road network in order to address traffic congestion. As a result, it is addressing the effects and ignoring the cause of the miserable state of our road network.

Government’s policy of massive investment in the road network, will, in the long term, be counter-productive as it will only serve to increase the number of vehicles on our roads and, consequently, cause more congestion.

Just throwing money at problems in the form of substantial subsidies of public transport is not as effective as we would like. The positive impacts of these and other subsidies are being cancelled out through the massive road network investment: a declaration that the private car is the preferred mode of transport of the policy maker.

As a result, the clear message of Malta’s transport policy is that public transport is only tolerated as life is only made easy for the users of private vehicles. It should, in fact, be the other way around.

The National Transport Master Plan clearly emphasises that 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.

It is about time that the government starts implementing its own Master Plan which so far it has consistently ignored.

published in The Independent on Sunday : 24 June 2018

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Id-dipendenza tagħna fuq il-karozzi

Il-qoxra tal-pjan nazzjonali għat-trasport intitolat National Transport Master Plan 2025 fuq nett juri l-emblema tal-Fond Ewropew għall-Iżvilupp Reġjonali biex jurina li kien iffinanzjat minn fondi tal-Unjoni Ewropea. Dan il-pjan li hu ppubblikat minn Transport Malta kien iffinalizzat f’Ottubru 2016.

Iċ-Chairman (u CEO) ta’ Transport Malta, jgħidilna f’dikjarazzjoni stampata qabel il-pjan, li l-iskop tal-pjan hu biex itejjeb il-kwalitá tak-ħajja tagħna.

Wieħed mill-oġġettivi ta’ dan il-pjan li ftit nisimgħu dwaru huwa dak li jfittex li jipprovdi alternattivi għall-użu ta’ karozzi privati biex tkun inkoraġġita mobilitá sostenibbli u bħala riżultat tonqos id-domanda għall-karozzi fit-toroq tagħna.

Billi, kif anke jgħidilna l-pjan innifsu, madwar nofs il-vjaġġi bil-karozzi privati idumu inqas minn kwarta, nistgħu nikkonkludu li l-mobilitá meħtieġa hi waħda ta’ natura lokali u dan għal distanzi ferm qosra. Xi bżonn għandna ta’ karozzi privati għal dan? Il-mezzi ta’ transport alternattiv mhumiex biżżejjed għal dawn il-ħtiġijiet f’pajjiż fejn prattikament kullimkien hu tefa’ ta’ ġebla ‘l-bogħod?

Sirna dipendenti wisq fuq il-karozzi privati. Il-Malti, jgħidilna l-pjan nazzjonali għat-trasport fil-paġna 88, jippretendi li kulħadd jibdel id-drawwiet tiegħu biex hu jkun jista’ jibqa’ jsuq il-karozza!

Din hi l-problema rejali tat-toroq Maltin: l-imġieba u l-aspettattivi tagħna. Il-konġestjoni tat-traffiku hi fil-fatt il-konsegwenza ta’ din id-dipendenza tagħna fuq il-karozzi privati.

Sfortunatament il-proġetti massiċċi li jindirizzaw l-infrastruttura tat-toroq, kemm dawk li bdew kif ukoll dawk ippjanati, jinjoraw kompletament din id-dipendenza u minflok jiffukaw fuq il-ħtieġa immaġinarja ta’ żieda fil-kapaċitá tat-toroq. Mela l-politika dwar it-trasport tagħna, flok ma tindirizza dak li qed joħloq il-problemi tal-mobilitá, qed tiffoka fuq l-effetti bit-tama li tnaqqashom. Dan sakemm l-effetti jerġgħu jakkumlaw u mbagħad ikun ovvjament wasal iż-żmien għal iktar toroq u flyovers! Viżjoni mċajpra iktar minn din għad irrid nara!

L-istat Malti ftit qed jinvesti bejn jgħinna nikkuraw ruħna minn din id-dipendenza.

Dan l-investiment massiv fl-iżvilupp ta’ iktar toroq qiegħed jibgħat messaġġ wieħed, li jkolli ngħid qiegħed jinftiehem b’mod ċar ħafna: il-karozza privata hi l-mezz preferut tal-Gvern Malti għat-trasport. Dan hu l-iktar mod faċli kif tindirizza l-problema: għax bil-flus it-toroq mhux fil-baħar biss tbniehom. B’hekk ikun evitati d-diffikultaiet kbar biex ikunu indirizzati l-attitudnijiet u l-imġiba tagħna lkoll. Attitudnijiet u mġiba li huma r-reazzjoni tagħna, bħala komunitá, għan-nuqqas tal-istat Malti (fuq perjodu twil ta’ żmien) li jindirizza l-ħtiġijiet tagħna għal mobilitá sostenibbli.

Meta l-istat jibgħat messaġġ daqshekk ċar jkun qiegħed jinnewtralizza l-impatti posittivi kollha tal-ftit inizjattivi (b’finanzjament relattivament limitat) favur il-mobilitá sostenibbli. Dawn jinkludu, fost oħrajn, sussidji għat-trasport pubbliku, inċentivi biex jinxtraw ir-roti u sussidji biex jinħolqu l-faċilitajiet neċessarji għal xowers fuq il-post tax-xogħol bħala inkoraġġiment għal min irid imur ix-xogħol bir-rota.
.
Madwar erba’ snin ilu, l-Istitut għall-Iżvilupp Sostenibbli u t-Tibdil fil-Klima tal-Universitá ta’ Malta kien ippubblika studju li kien ġie ffinanzjat mill-Unjoni Ewropea li kien intitolat The External Costs of Passenger and Commercial Vehicles Use in Malta. Dak l-istudju kien ikkonkluda li l-konġestjoni tat-traffiku kien qed jiekol 1.7% minn dak kollu li jipproduċi l-pajjiż fis-sena.

Ma jkunx forsi aħjar kieku flok ma nibqgħu iffissati fuq in-numru u l-qisien tat-toroq inħarsu ftit fil-mera u nirrealizzaw li l-problema mhux it-toroq imma aħna u l-imġiba tagħna? Id-dipendenza tagħna fuq il-karozzi teħtieġ kura mingħajr iktar dewmien.

 

 

ippubblikat fuq Illum il-Ħadd – 3 ta’ Ġunju 2018

Our car addiction

The front cover of Malta’s National Transport Master Plan 2025 boldly bears the logo of the European Regional Development Fund, indicating that it was funded by European Union funds.

This Master Plan, published by Transport Malta, was finalised in October 2016. The Transport Malta Chairman and CEO, in the statement preceding the actual text of the said Master Plan emphasises that it is fundamentally “about improving the quality of life of our citizens”.

One of the objectives of the Master Plan which we do not hear much about is the one that seeks to provide alternatives to private vehicles in order to encourage sustainable travel patterns and thus reduce private vehicular demand.

Given that, as pointed out by the Master Plan, 50 per cent of trips with private cars are of under 15 minutes duration, it follows that mobility is primarily local in nature and on very short routes. Do we need private cars for this? Are not alternative means of transport sufficient for this need (and more) in a country where practically everywhere is within a stone’s throw?

We have become too dependent on private cars. The Maltese traveller, we are informed by the Master Plan (page 88) expects that everyone else will change their travel habits so that they can continue to drive their car.

This is the real problem with our roads: our behaviour and our expectations. Traffic congestion is, in fact, the result of this addiction to private vehicles. Unfortunately, the massive infrastructural road projects planned or in hand ignore this national addiction and instead focus on the perceived need of removing bottlenecks through an increased road capacity. Instead of transport policy being focused on the causes of our mobility problems, they are more focused on reducing the impacts of the effects. That is until such time that the effects increase once more – at which point it would be time for more roads and obviously more flyovers! A truly myopic vision.

Too little investment is made by the state on the need to cure us of our addiction.

This massive investment in road development sends one clear message: the private car is the Maltese government’s preferred mode of transport. This attitude is clearly the easy way out as it throws money at the problem of congested roads and avoids the very difficult task of addressing our attitudes and behaviour. Our attitudes and behaviour are an accumulated response of the country’s sustainable mobility requirements to the state’s neglect over a long time.

When the state sends out such a clear message it neutralises the positive impact of the few under-funded initiatives which promote sustainable mobility. These include, among others, public transport subsidies, incentives to purchase bicycles and subsidies for the creation of facilities such as showers at places of work encouraging cycling to work.

Some four years ago, the University of Malta’s Institute for Sustainable Development and Climate Change published an EU-funded study entitled The External Costs of Passenger and Commercial Vehicles Use in Malta. The conclusions of that study had indicated that, every year, traffic congestion in Malta gobbles up 1.7 per cent of our GDP.

Isn’t it about time that we start tackling the issue seriously, which means focusing on our attitudes and behaviour instead of on the number and dimensions of our roads? Our addiction to cars needs a cure.

published in The Malta Independent on Sunday – 3 June 2018

€55 million down the drain

Our roads are bursting at the seams. We all agree that this is an accurate statement, but the problem is with identifying sustainable solutions addressing the issue.

Government has opted for the solution which focuses on an upgrading of the road network: widening roads, reorganising road intersections, constructing flyovers and underpasses. These solutions may reduce commuting time in the short term but they will, however, in the long term inevitably increase the number of cars on our roads, as a result making the situation even worse than it is now. This is a policy which sends one clear message: the private car is the transport policy makers’ preferred mode of transport.

This policy option is clearly unsustainable.

Malta’s transport policy makers have – time and again – failed to understand that the foundations of transport policy in Malta have to be based on the simple fact that everywhere is close by – a stone’s throw away. An efficient public transport system would solve most of our mobility needs. However, for public transport to feature more prominently in the manner we select our mobility requirements, subsidies are not enough.

After more than sixty years of neglect, the policy-makers need to take a clear stand to encourage alternatives to owning and driving a car. It is only then that public transport can take its rightful place as the leading – and preferred – provider of sustainable mobility in our islands. This could be supplemented with sea-transport, cycling and walking. As a result of fewer cars on our roads, both cycling and walking would undoubtedly become more attractive options.

From the reply to a Parliamentary Question answered earlier this month by Transport Minister Ian Borg, it results that, on the 30 April 2018 we had 377,305 vehicles on our roads. With a population estimated at 432,000 that translates to 832 vehicles per thousand people, one of the highest car ownership statistics in the world. This is not a sign of effluence but the most solid proof that the policy-makers have failed to come to grips with the real issues of sustainable mobility in a small country.

According to 2014 statistics available, Luxembourg had 661 vehicles per thousand population on its roads. This too is a very high car ownership rate, but applying it to Malta would signify that we could do with removing 75,000 cars from our roads: a 20 percent reduction. Luxembourg, having a population comparable to Malta, is also small in size as a country, with everywhere being easily within reach, even though it is approximately six times the size of Malta. Turkey, on the other hand, which is much larger in size and population when compared to Malta, has 134 cars per thousand people on its roads: a car ownership statistic which, if applied to Malta, would mean that we have an excess of 302,000 cars on our roads – 80 per cent. Rather than further developing our road network with fly-overs and under-passes we could then start planning for the transformation of most of our existing roads into recreational areas! This, of course, is wishful thinking.

However, these are the real issues that need debating. Unfortunately, there is no interest in considering the reduction of car ownership as a realistic policy solution which effectively addresses traffic congestion and consequently sustainable mobility.

Rather than a policy of upgrading our roads we need a policy of transition, that slowly nudges our behaviour from one as a result of which cars rule our roads to one where our mobility is addressed in a sustainable manner primarily through a substantially increased use of public transport. It will obviously take time to reverse a 60-year neglect – as a result of which the state in Malta abdicated its duty to offer guidance leading to the development of sustainable mobility solutions.

It is this state of affairs which earlier this week led Minister of Transport Ian Borg to launch a “Central Link project”. €55 million down the drain.

published in The Malta Independent on Sunday: 27 May 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

Il-PN jgħatti x-xemx bl-għarbiel ?

Voting Rationalisation YES

(nota : ir-ritratt hu estratt mill-minuti tal-Parlament li juri l-ismijiet tal-Membri Parlamentari li vvutaw favur l-estensjoni tal-limiti tal-iżvilupp, rationalisation, fl-2006 ) 

 

Il-Partit Nazzjonalista ippubblika l-proposti tiegħu dwar l-ambjent fi ktejjeb intitolat  : A Better Quality of Life for You.  Dan hu bla dubju pass ‘il quddiem, kienu x’kienu r-raġunijiet li wassluh għal dan il-pass.

Fid-daħla għad-dokument ippubblikat, il-Kap tal-Opposizzjoni jagħmel dikjarazzjoni importanti. Jgħid: “Bnejna l-istituzzjonijiet u b’mod ġenerali fassalna politika tajba – imma bosta drabi ma assigurajniex li din tkun implimentata, inkella qgħadna nduru mal-lewża u ħloqna wisq eċċezzjonijiet.”

Dan, fil-fehma tiegħi ifisser, li, wara kollox,  hu ċar għal kulħadd li mhux biss hu meħtieġ li tfassal il-politika t-tajba, imma li huwa essenzjali ukoll li l-istituzzjonijiet li jkunu fdati bl-implimentazzjoni ta’ din il-politika jkunu f’posizzjoni li jistgħu jwettqu r-responsabbiltajiet tagħhom. Għax kif jistgħu jiffunzjonaw dawn l-istituzzjonijiet jekk f’posizzjonijiet ta’ tmexxija kruċjali jkollhom persuni partiġjani jew persuni ta’ fiduċja tal-Ministru, flok persuni mħarrġa u teknikament kompetenti?

Wara kollox, it-twettieq tal-politika ambjentali jiddependi fuq tmexxija tajba (good governance) li ilha nieqsa mill-istituzzjonijiet għal perjodu mhux żgħir.

X’jiswa’ li jkollok il-politika tajba dwar l-ippjanar għall-użu tal-art biex imbagħad il-Gvern immexxi mill-PN iċedi għall-pressjoni tal-spekulaturi tal-art meta mexxa ‘l quddiem proposta imsejħa skema dwar ir-razzjonalizzazzjoni li permezz tagħha l-limiti tal-iżvilupp ġew estiżi b’mod orizzontali?  Biex tkompli tgħaqqadha, fl-istess ħin, il-PN fil-Gvern estenda ukoll il-limiti tal-iżvilupp f’direzzjoni vertikali. Bħala riżultat ta’ dan, il-PN fil-Gvern injora l-poltika dikjarat tiegħu kif ukoll l-informazzjoni miġbura fid-diversi ċensimenti li kienu juru ċar li l-bini vojt kien qed jiżdied.

Il-politika ambjentali hi intrinsikament marbuta ma diversi oqsma oħra. L-estensjonijiet bl-addoċċ għal-limiti ta’ żvilupp ħolqu ħafna diffikultajiet lil diversi residenti Maltin li jridu jiġġeneraw l-enerġija alternattiva permezz tal-pannelli foto-voltajċi fuq il-bjut. Waqt li l-Ministru responsabbli mill-politika dwar l-enerġija alternattiva kien qed ifittex li jħajjar lin-nies biex jistallaw il-pannelli foto-voltajċi, min-naħa l-oħra l-Ministru għall-Ippjanar tal-Użu tal-Art kien mehdi jilgħab bl-għoli permissibli tal-bini f’diversi lokalitajiet. Kif nistgħu nippjanaw sewwa għal ġenerazzjoni ta’ enerġija alternattiva jekk l-aċċess għax-xemx f’diversi lokalitajiet m’huwiex garantit b’għoli permissibli ta’ bini li ma jinbidilx?

Nitkellmu ukoll dwar il-ħtieġa li nassiguraw titjib fil-kwalitá tal-arja, imma fl-istess ħin ma hemm l-ebda ħeġġa biex ikun indirizzat in-numru ta’ karozzi fit-toroq tagħna li qed jikber b’mod astronomiku. Dawn il-karozzi huma l-kawża ewlenija ta’ kwalitá tal-arja li sejra dejjem għall-agħar, f’uħud mil-lokalitajiet tagħna. Minflok ma nindirizzaw din il-problema reali, gvern wara l-ieħor ipprefera li jagħmilha iktar faċli biex il-karozzi jibqgħu jiddominaw it-toroq tagħna u dan billi jroxxu l-miljuni fi proġetti infrastrutturali għal toroq mhux meħtieġa. Dawn il-proġetti jservu biss biex iżidu l-karozzi fit-toroq, meta l-oġġettiv ta’ gvern serju għandu jkun l-oppost: li dawn jonqsu.

Marbuta ma dan kollu hemm in-nuqqas ta’ attenzjoni lit-trasport pubbliku tul is-snin. Filwaqt li għandna nirrikonoxxu li matul dawn l-aħħar sitta u tletin xahar kien hemm titjib fis-servizz, dan xorta għadu ferm ‘il bogħod minn dak mistenni f’pajjiż żgħir fejn id-distanzi bejn il-lokalitajiet huma minimi. Dan ukoll kien falliment ieħor fit-twettiq ta’ “politika tajba”.

Il-politika ambjentali hi dwar għażliet u deċiżjonijiet. Tul is-snin Alternattiva Demokratika, il-partit ekoloġiku f’Malta, fittex li jqiegħed dawn l-għażliet fuq l-agenda nazzjonali biex il-Maltin ikun f’posizzjoni li jiddeċiedu.

Wara ħafna snin, il-Partit Nazzjonalista stenbaħ għar-realtá ambjentali ta’ madwarna. Waqt li dan, minnu innifsu hu sinjal tajjeb, nistennew li l-PN  jibda l-proċess biex jirrevedi l-bqija tal-politika tiegħu u jġibha konsistenti mal-proposti ambjentali mħabbra. Meta dan iseħħ, forsi nkunu f’posizzjoni li niffurmaw opinjoni dwar jekk il-proposti ambjentali tal-PN humiex frott ta’ konvinzjoni inkella jekk għal darba oħra humiex jippruvaw jgħattu x-xemx bl-għarbiel.

ippubblikat fuq Illum : 5 ta’ Frar 2017

Environmental policy is about political decisions

The Nationalist Party has recently published its proposals for the environment in a document entitled A Better Quality of Life for You. This is a step forward, irrespective of the reasons motivating it.

In the foreword to the published document, the Leader of the Opposition makes a very important declaration. He states: “We built the necessary institutions, and generally put in the right policies – but all too often we did not ensure they were fully implemented, or we circumvented them, and made too many exceptions.”

This signifies a recognition of the fact that, at the end of the day, the real issue is not just the identification of the “right policies”,  but of ensuring that the institutions entrusted to implement them are in a position to carry out their responsibilities. How can these institutions function when key posts are filled with partisan cronies, or so-called “persons of trust” instead of competent technical people?

At the end of the day, the successful implementation of environmental policy is dependent upon a favourable climate of good governance which has been conspicuous by its absence for quite a long time.

What purpose does it serve to have the “right policies” on land use planning when, as a result of pressures from the land speculation lobby, the PN in Government adopted a rationalisation scheme extending the limits of development in a horizontal direction? To make matters worse, simultaneously the PN in government also extended the limits of development in a vertical direction. As a result it ignored both its own sanctimonious declarations as well as the clear indications from data collected and analysed by official bodies that the net result of its actions was a continuous increase in the number of vacant properties.

Environmental policy is intrinsically linked to various other policy areas. The haphazard extensions of the limits to development – the horizontal ones as well as the vertical ones – have, and still are, wreaking havoc on the capacity of Maltese households to generate alternative energy through the placing of photo-voltaic panels on the rooftops of their homes. While the Energy Minister advocates the need to generate alternative energy through the installation of photo-voltaic panels, the Minister responsible for land-use planning has been playing around with flexible permissible building heights in various localities. How can we adequately plan the generation of alternative energy if solar rights are not guaranteed through rigid height limitation regulations?

Similarly, we speak of the need to ensure an improvement in air quality but simultaneously there is a reluctance to address the spiralling number of cars on our roads – the major contributor to poor air quality in a number of areas. Instead of addressing the matter head-on, successive governments have sought to make it easier for car owners to dominate our roads by sprinkling millions of euros on the unnecessary development of the road infrastructure. In my view, such developments are unnecessary, as the end result will be a further increase in the number of cars when the real and only solution is an immediate reduction.

Linked to all this is the lack of importance given to public transport. While acknowledging that there has been an improvement in the use of public transport during the past 36 months, this is still considerably way off what it should be in a small country where distances between localities are minimal. This, too, is a failure to implement the “right policies”.

Environment policy is about making choices and taking decisions – some of which may be difficult and contentious. Over the years, it has been the objective of Alternattiva Demokratika, the Green Party in Malta, to place these choices on the national agenda so that our citizens are in a position to consider them and decide.

After many years, the Nationalist Party has woken up to the environmental realities around us. While this is positive, I await the revision of the PN’s other policies, which are inconsistent with their environmental proposals. When that happens, we may be able to form a definite opinion as to whether the publication by the Nationalist Party of its environment proposals is for real, or else another green-washing exercise in which matter the Nationalist Party has accumulated considerable experience.

published in the Malta Independent on Sunday : 5 February 2017

L-Iżvilupp Sostenibbli

Environment

Illum il-ġurnata, diversi jitkellmu dwar “sostenibilitá” u dwar “l-iżvilupp sostenibbli”. Sfortunatament, bosta drabi ma jkunux jafu x’inhuma jgħidu. Bħala riżultat jispiċċaw iwasslu messaġġi żbaljati.

Mela, ejja nibdew minn hawn. Meta nitkellmu dwar sostenibilitá inkunu qed nirriferu lejn dak li nagħmlu. Dan ikun sostenibbli kemm-il darba, d-deċiżjonijiet tagħna ma jippreġudikawx lil ġenerazzjonijiet futuri milli huma ukoll ikunu jistgħu jieħdu d-deċiżjonijiet tagħhom. Min-naħa l-oħra, l-iżvilupp sostenibbli hi t-triq li permezz tagħha nistgħu noqorbu u eventwalment naslu viċin li nkunu sostenibbli.

Fi ftit kliem is-sostenibilitá tħares fit-tul.

Dan kollu ma jikkonċernax biss l-ambjent. Imma jiġbor flimkien kemm il-politika ambjentali, kif ukoll dik ekonomika, il-politika soċjali kif ukoll il-politika kulturali. Ifisser li f’dak kollu li nagħmlu irridu nħarsu fit-tul u rridu nassiguraw li l-ħarsien ambjentali, l-iżvilupp ekonomiku u soċjali jimxu id f’id u b’rispett għall-kisbiet kulturali.

Dan iwassal għal numru ta’ konklużjonijiet loġiċi li jiffurmaw il-bażi tal-politika għall-iżvilupp sostenibbli. Kienet Gro Harlem Brundtland, soċjal demokratika Norveġiża li serviet kemm bħala Prim Ministru kif ukoll bħala Ministru għall-Ambjent ta’ pajjiżha li fasslet it-triq meta fl-1987 mexxiet il-ħidma tal-Kummissjoni Dinjija għall-Ambjent u l-Iżvilupp tal-Ġnus Magħquda u ippreżentat ir-rapport intitolat Our Common Future.

B’mod prattiku, l-iżvilupp sostenibbli għandu jwassal għal deċiżjonijiet konkreti li permezz tagħhom, l-iżvilupp li jseħħ ikun wieħed li jirrispetta lin-nies, lin-natura u l-kultura. Fi ftit kliem, il-profitti li tiġġenera l-ekonomija ikunu ibbażati fuq kriterji etiċi. Kien għal din ir-raġuni li sa mis-snin disgħin, meta l-iżvilupp sostenibbli issemma l-ewwel darba fil-liġijiet Maltin, dan kien responsabbiltá diretta tal-Prim Ministru. Ta’ l-inqas fuq il-karta.

Għax il-politika dwar l-iżvilupp sostenibbli tmiss l-oqsma kollha tal-ħajja pubblika u allura teħtieġ politiku ta’ esperjenza. Sfortunatament l-ebda wieħed mill-Prim Ministri li kellna s’issa ma mexxa hu f’dan il-qasam għax dejjem iddelegah lill-Ministru (jew lis-Segretarju Parlamentari) responsabbli għall-Ambjent. Dan hu żball għax il-Ministru responsabbli mill-Ambjent rari ħafna jkun f’posizzjoni li jagħti direzzjoni lill-Ministri l-oħra, li ngħiduha kif inhi, ftit li xejn ikollhom interess fl-iżvilupp sostenibbli.

B’eżempju forsi ninftehmu aħjar dwar kemm f’Malta, l-politika dwar l-iżvilupp sostenibbli hi biss logħob bil-kliem.

Inħarsu ftit lejn l-infrastruttura tat-toroq tagħna, inkluż it-trasport pubbliku. B’mod mill-iktar ċar din mhiex sostenibbli u ilha hekk għal ħafna żmien.

Marbuta mal-infrastruttura tat-toroq hemm il-mobilitá u l-kwalitá tal-arja. Dan flimkien mal-konġestjoni tat-traffiku, l-impatti fuq is-saħħa prinċipalment minħabba l- kwalitá fqira tal-arja kif ukoll l-impatti fuq l-ekonomija tal-ħin moħli fi traffiku ma jispiċċa qatt.

F’Mejju 2014 l-Istitut għat-Tibdil fil-Klima u l-Iżvilupp Sostenibbli tal-Universitá ta’ Malta kien ikkummissjonat mill-uffiċċju rappresentattiv tal-Unjoni Ewropeja f’Malta biex iħejji studju dwar l-impatti tat-traffiku f’Malta. Minn dan l-istudju, intitolat The External Costs of Passenger and Commercial Vehicles Use in Malta , jirriżulta li l-impatt tal-konġestjoni tat-traffiku hu stmat li hu ekwivalenti għal 1.7% tal-Prodott Gross Nazzjonali. Din l-istima tieħu konsiderazzjoni kemm tal-petrol/diesel kif ukoll tal-ħin li jinħela bħala riżultat tal-konġestjoni tat-traffiku. Hu stmat li f’Malta kull sewwieq, kull sena, jaħli medja ta’ 52 siegħa  wieqaf fit-traffiku.

L-istudju iżid jgħid li din l-istima tiżdied u tilħaq l-4% tal-Prodott Gross Nazzjonali jekk jittieħed ukoll konsiderazzjoni tal-inċidenti tat-traffiku, l-impatt tat-tniġġiz tal-arja, l-effett tat-tniġġiż mill-ħoss kif ukoll il-gassijiet serra. Għall-paragun, tajjeb li nirrealizzaw li t-tkabbir ekonomiku għas-sena 2017 huwa stmat li ser ikun ta’ 3.5% tal-Prodott Gross Nazzjonali.

Dan hu biss eżempju wieħed. Bħalu hemm bosta oħra.

Il-loġika tal-iżvilupp sostenibbli kellha inevitabilment twassal għal servizz effiċjenti ta’ transport pubbliku snin ilu bil-konsegwenza ta’ tnaqqis sostanzjali ta’ karozzi mit-toroq tagħna. Huwa dak li għandna nippretendu f’pajjiż żgħir bħal tagħna fejn kważi kullimkien qiegħed biss tefa’ ta’ ġebla ‘l-bogħod. Imma, kollox bil-maqlub!

Darba l-Kabinett kien approva Strateġija Nazzjonali għall-Iżvilupp Sostenibbli  ………….. imma sadanittant il-politika tat-trasport f’Malta għadha tinkoraġixxi iktar karozzi fit-toroq tagħna.

 ippubblikat fl-Illum : il-Ħadd 8 ta’ Jannar 2017

The logic of sustainable development

four_pillar-sustainable development

 

Political discourse is nowadays peppered with the terms “sustainability” and “sustainable development” but often, unfortunately,  their use is out of context and thereby transmits the wrong message.

So, let us first be clear as to what the terms really mean. Being in a state of sustainability means that our actions, attitudes and behaviour are such that future generations are not precluded from taking their own decisions. On the other hand, sustainable development is the path to be followed to achieve sustainability.

This is not just a matter of environmental concern. It is an intertwining of environmental, economic, social and cultural policy. It means that our actions must take the long view and be compatible with the forces of nature, the economy, human development and a respect for culture.

All this leads to a number of logical conclusions which form the basis of the politics of sustainable development. This was first outlined by Gro Harlem Brundtland, a former Norwegian social democrat prime minister and minister for the environment in her seminal  1987 report Our Common Future,drawn up for the UN World Commission on Environment and Development. In her report, Brundtland, made ample use of the conclusions of an earlier debate in the World Council of Churches in 1974.

In practical terms, the politics of sustainable development should lead  to a number of concrete decisions, as a result of which modern-day living is simultaneously respectful of society, nature, the economy and the accumulated cultural heritage in its widest sense. Sustainable development is, in fact, a balanced approach to development. It is for this reason that, since the 1990s, when sustainable development first made it to Malta’s statute book, it was retained (on paper) as a direct political responsibility of the Prime Minister.

Sustainable development permeates all areas of policy and hence requires a senior politician in Cabinet to be in charge. Unfortunately, not even one of our prime ministers assumed direct political responsibility for the matter as, formally or informally, all of them delegated the matter to the Minister (or Parliamentary Secretary) responsible for the environment.

The Minister responsible for the environment cannot make much headway as he is dependent upon – and can in no way can he be expected to direct – his cabinet colleagues, most of whom are not really interested in sustainable development, anyway. A simple example will illustrate how all the talk on sustainable development by governments in Malta has been an exercise in managing hot air.

Consider the management of Malta’s road infrastructure, including public transport. This is clearly unsustainable and has been so for a long time. The public transport reform carried out under the direction of former Minister Austin Gatt was a public disservice as it made a bad situation even worse.

The management of Malta’s road infrastructure brings to the fore a number of issues, including mobility and air quality. Linked to these are traffic congestion, health impacts primarily due to poor air quality and the impact of the clogging of our roads on our economy through a substantial amount of time spent fuming at our steering wheels.

In May 2014, the Institute for Climate Change and Sustainable Development of the University of Malta was commissioned by the European Union representation in Malta to carry out a study on the external costs of traffic and congestion in Malta. Among other things, this study, entitled The External Costs of Passenger and Commercial Vehicles Use in Malta, estimated that 1.7 per cent of Malta’s GDP is wiped out annually as a result of traffic congestion. This conclusion took into consideration both fuel wasted and time lost: approximately 52 hours per annum per commuter.

The study further emphasises that this estimate would rise to four per cent of the GDP if it also took into consideration traffic accidents, the impacts of air and noise pollution as well as the impact of greenhouse gases emitted.  (For comparison purposes, it is pertinent to remember that the real Malta GDP growth for 2017 is projected at 3.5 per cent.)

This is just one example. There are many more.

The logic of sustainable development would have inevitably led to an efficient public transport system ages ago and a substantially reduced number of cars on our roads. It is what one would expect in a small country where practically everywhere is within a stone’s throw of everywhere else.  Yet we get the complete opposite.

Once upon a time, the Cabinet had approved a National Strategy for Sustainable Development – yet Malta’s transport policy is still one which encourages more cars on the road.

 published in the Malta Independent on Sunday : 8 January 2017

The environmental deficit

 

traffic jam Malta

 

Going by the information available on the increased incidence of various types of cancers, both common and rare types, it is evident that the accumulated environmental impacts originating from human action is exacting its toll. Few make the link between the increased incidence of rare diseases,  cancers and environmental neglect accumulated over the years.  

Over the Christmas period, as a result of the never-ending humanitarian operations of the Community Chest Fund, we hear of the ever-increasing demand on state resources by those struck by cancer. The demand is such that the resources of the state have to be supplemented by the annual telethon which this year raised a record €5.5 million.

The advertising blitz on the switching over of Malta’s power generation from one dependent on heavy fuel oil to natural gas informs us that air quality in Malta will improve substantially as a result. This statement is only partially correct as the major contributor to Malta’s poor air quality was not power generation but the ubiquitous and exponential increase of cars on our roads.

The cars on our roads are part of the real “cancer factory” in operation on Maltese territory.

As is evidenced by the substantial investments channeled towards the improvement of the road infrastructure, it is clear that the political will to address this issue is very weak. Improved road infrastructure, such as the construction of flyovers to ease traffic congestion, will only increase the dependence on cars. In the long term, this improvement to the road network will hamper the drive to shift custom to public transport. Consequently, it will serve to further increase cars on our roads and will hence contribute to an increase in the output of the “cancer factory”.

Public transport has been improved as is evidenced by a gradual increase in its use. Various initiatives to encourage the use of public transport have been introduced. However, the Maltese state is sending conflicting signals when it simultaneously speaks in favor of public transport yet invests heavily to facilitate the continued domination of our roads by private cars.

Lack of adequate environmental protection in the past has contributed to an ever-accumulating environmental deficit which in turn will lead to total and complete bankruptcy as no one is in a position to bale out Mother Earth.

Environment protection is multifaceted. Addressing the different waste streams and seriously plotting the path to the 2050 zero waste targets established by Malta’s Waste Management Strategy would definitely signify that we are in earnest. However, it is certainly not enough. What about the excessive use of pesticides which still end up contaminating our food chain? Or what about our water table, which in addition to being depleted is also contaminated with pesticides and fertilisers?   I could go on and on with a never-ending list of examples.

The environmental deficit is constantly on the increase. Each generation creates additional environmental impacts without in any way adequately addressing the accumulated impacts handed down by the previous generations. Governments are worried by economic deficits, yet few seem to be worried by the accumulating environmental deficit. We are using the earth’s resources as if tomorrow will never come.

No one will bail us out from the consequences of this deficit, yet nature has its own way of extracting its dues. Climate change, the collapse of agriculture in various countries and a higher incidence of common and rare forms of cancers are all different forms of payment which nature is extracting. These bills can only be avoided (in the long term) if we switch back to operating in a manner which is compatible with nature.

Otherwise the accumulating environmental deficit will bankrupt humanity.

published on The Independent on Sunday – 1 January 2017