Il-proġett Central Link: riżultat ta’ inkompetenza

Ilkoll naqblu li l-konġestjoni tat-traffiku fit-toroq tagħna hi problema kbira.

Imma hi sfortuna kbira li dawk responsabbli biex jimplimentaw il-politika dwar it-trasport qieshom mhumiex konxji li meta qed japprovaw il-proġett Central Link qed jinjoraw il-kawża tal-problema u minflok qed jikkonċentraw fuq l-effetti. Il-konġestjoni tat-toroq tagħna mhix ikkawżata mit-tul jew mill-wisa’ tat-toroq imma min-numru ta’ karozzi li jagħmlu użu minnhom.

It-toroq tagħna ma jesgħux iktar karozzi li żdiedu b’mod sproporzjonat għad-daqs u l-ħtiġijiet ta’ dawn il-gżejjer.

Id-dibattitu fuq il-proġett Central Link iffoka fuq ħafna materji importanti: l-kwalità tal-arja, l-ħarsien tal-agrikultura, l-ħarsien tas-siġar, l-passaġġi riżervati għar-roti, imma li lkoll kemm huma għandhom importanza marġinali għas-soluzzjoni tal-problema reali tal-konġestjoni tat-traffiku. Il-kawża tal-problema mhix id-daqs tat-toroq imma n-numru tal-karozzi li jagħmlu użu minnhom u li sirna dipendenti wisq fuqhom.

Il-Pjan Nazzjonali għat-Trasport fih referenza għall-analiżi bażika li tindika x’qed jikkawża l-problemi tagħna: s’issa ma konniex kapaċi nħarsu fit-tul fl-ippjanar tat-trasport. Jiġifieri aħna nfittxu l-benefiċċji mmedjati u ninjoraw l-impatti fit-tul.
B’mod speċifiku taħt it-titlu “Intejbu l-ippjanar u d-diżinn għat-traport integrat u li jħares fit-tul” il-Pjan Nazzjonali għat-Trasport jgħid hekk: “……….. nistgħu naraw, mill-esperjenza, li l-politika u l-ippjanar tat-trasport f’Malta ġeneralment ħares lejn l-immedjat ( 4 sa 5 snin). In-nuqqas li tingħata importanza lejn l-ippjanar fit-tul ifisser li ma hemm l-ebda pjan integrat ibbażat fuq analiżi solida, b’miri ċari li jħarsu fit-tul. Dan wassal għal nuqqas ta’ direzzjonji strateġika u n-nuqqas ta’ kapaċità li jkunu indirizzati materji diffiċli bħall-kontroll fuq l-użu ta’ karozzi privati. Is-soċjetà Maltija bil-mod biex tiċċaqlaq, u dan f’kuntrast mal-ħtieġa għal azzjoni biex il-problema tat-traffiku tkun indirizzata kemm illum kif ukoll fil-futur. Dan iwassal biex il-vjaġġatur Malti jistenna li kulħadd jibdel id-drawwiet tiegħu ħalli hu jkun jista’ jibqa’ jsuq il-karozza. ” (sezzjoni 2.2.1 tal-Pjan Nazzjonali tat-Transport)

L-affarijiet ma jistgħux ikunu iktar ċari minn hekk. Il-problema hi waħda: d-dipendenza tagħna fuq il-karozzi. Toroq li jkunu usa’ jew itwal jistgħu jsolvu l-problema tal-konġestjoni tat-traffiku għal żmien limitat. Imma kif ġie repetutament ippruvat minn studji li saru f’diversi pajjiżi oħra, l-interventi fl-infrastruttura tat-toroq, fl-aħħar jispiċċaw biex iżidu l-konġestjoni tat-traffiku, u dan għax iżidu it-traffiku.

Min-naħa l-oħra, il-proċess biex jitnaqqas id-dipendenza fuq il-karozza jieħu l-ħin, u l-votanti mhux ser jieħdu ġost!

Sfortunatament, uħud mill-dawk li kienu kritiċi tal-proġett iffukaw fuq id-dettalji u ma ħarsux lejn il-proġett fih innifsu, fit-totalità tiegħu, u allura ma rnexxilhomx japprezzaw kemm hi kbira l-ħsara li ser jagħmel il-proġett fit-totalità tiegħu.

Dan il-proġett m’għandniex bżonnu. Neħtieġu li niffukaw fuq il-problema li ġiet evitata kontinwament għax il-politiċi fil-Parlament u fil-Gvern ma jridux jieħdu deċiżjonijiet li m’humiex popolari. Għal din ir-raġuni iroxxu l-flus u jonfquhom, taparsi qed isolvu l-problemi. Mhux flushom, ovvjament, imma dak li jiġbru mit-taxxi minn fuqna. Il-problemi tal-lum, b’hekk, ikunu trasferiti f’ħoġor il-ġenerazzjonjiet futuri.

Is-soluzzjoni meħtieġa ma tinvolvix ħafna xogħol infrastrutturali imma prinċipalment inizjattivi politiċi biex jinkoraġixxu l-użu ta’ mezzi alternattivi ta’ mobilità u dan flimkien ma inizjattivi li jippenalizzaw l-użu tal-karozzi privati.

Biex inkun ġust fil-kritika tiegħi ngħid li xi inizjattivi ittieħdu diġà u oħrajn bla dubju jitwettqu ukoll. Żdied sostanzjalment is-sussidju għat-trasport pubbliku. Ittieħdu inizjattivi diversi dwar aċċess b’xejn għat-trasport pubbliku lil diversi kategoriji u eventwalment hu ippjanat li dan ikun b’xejn għal kulħadd. Dan kollu tajjeb, iżda mhux biżżejjed. Flimkien ma dawn il-miżuri u bosta oħrajn hemm bżonn inizjattivi li jippenalizzaw l-użu tal-karozzi privati. Dawn jistgħu jinkludu żieda fit-taxxi applikabbli kemm għar-reġistrazzjoni tal-karozzi kif ukoll għall-liċenzji. Dan iwassal għal tnaqqis fin-numru tal-karozzi fit-toroq.

It-taxxi ambjentali jagħmlu l-ġid. Huma l-għodda politika li jekk użati tajjeb jgħinu biex tissolva l-problema tal-konġestjoni tat-traffiku illum.

Għax il-konġestjoni tat-traffiku hu l-prezz li l-ġenerazzjoni tal-lum qed tħallas għall-inkompetenza akkumulata tal-gvernijiet differenti fl-amministrazzjoni tal-politika tat-trasport. Sal-lum ġie evitat li jkunu ndirizzati l-problemi reali. Fir-realtà ma hemmx soluzzjonjijiet maġiċi: irridu naffrontaw il-problema. Sakemm nagħmlu hekk, il-problema tikber tista’.

Ippubblikat fuq Illum : il-Ħadd 21 ta’ Lulju 2019

Central Link project: the cost of incompetence

We are all in agreement that traffic congestion is a massive problem.

However, it is indeed unfortunate that those responsible for implementing transport policy at times give the impression that they are not aware that, in approving the Central Link project they are ignoring the cause of the problem and instead they are focusing on the effects. The issue in question is not the length or width of our roads but the number of cars making use of them.

Our roads are bursting at the seams as a result of an ever-increasing number of cars that is out of proportion to the size and needs of our islands.

The debate on the Central Link project focused on many important issues: air quality, the protection of agriculture, the protection of trees, cycling lanes –  all of which are of marginal significance to the real issue. The cause of the problem is not the size of our roads but the number of cars on which we are so dependent.

The National Transport Master Plan contains a reference to the basic analysis which identifies our transport problems: a lack of long-term vision. We seek immediate gains and ignore the long-term impact.

Specifically, under the heading “Improve integrated and long-term strategic transport planning and design” the following is included in the National Transport Master Plan: “This objective has been defined since, 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. 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.” (section 2.2.1 of Transport Master Plan)

Can it be clearer than this? The problem is car dependency and nothing else. Congestion can be temporarily solved with new and wider roads. It has been proven by studies carried out in other countries that infrastructural interventions in the road network will, in the end, increase traffic congestion because they end up generating more traffic.

On the other hand, addressing car dependency adequately will take a long time and it comes with a voter backlash!

Unfortunately, some critics have focused on the details and ignored the holistic view of the whole project, and consequently failed to grasp the real damaging issues at stake. We do not need a central link. We require focusing on the central problem which has been avoided time and again because politicians in Parliament and in government do not want to make unpopular decisions. Hence, they throw money at problems, thereby postponing them into the future. Today’s problems being once more shifted onto future generations.

The solution required should not involve substantial infrastructural work but policy initiatives which encourage the use of alternative means of mobility, as well as initiatives that penalise the use of private cars. We need to use both carrots and sticks as effective policy instruments.

In fairness, some initiatives are being taken and others are undoubtedly in the pipeline. Subsidies applicable to public transport have been increased substantially. Initiatives regarding access to free public transport – presently for various categories but eventually free to everyone – are laudable carrots. On their own, however, they are not enough. They need to be coupled with adequate policy initiatives which penalise the use of private cars. This could include increase to car registration tax as well as in car circulation taxes.

Environmental taxation is not a dirty expression. It is a policy that holds the keys to the solution of our traffic congestion that we should be solving now.

Traffic congestion is, in reality, the cost that the present generation is paying for the accumulated incompetence of our governments to date in managing transport policy. So far, the real issues have been avoided. It is about time we realise that there is no magical solution: we have to face the real cause of our problem head-on and, until this happens, the problem will get worse.

published in The Malta Independent on Sunday : 21 July 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

Free public transport

Prime Minister Joseph Muscat is right when he emphasises the need to have free public transport. Public transport is much better today than when we were subject to the Arriva fiasco piloted by Austin Gatt and his sidekick Manwel Delia.

In the past, government had introduced free public transport which it made available to a limited number of categories, notably young people and pensioners. The number of people using of public transport has increased significantly from 39.9 million in 2015 to 53.4 million during 2018: a staggering increase of 33.8 per cent in four years.

The numbers are significant and hats off to Malta Public Transport. These numbers signify that we can have hundreds, possibly thousands, of cars off our roads thanks to these millions of commuters who have opted to use public transport. This is a basic fact that must feed the implementation of a Transport Policy.

The Transport Master Plan 2025, which runs for a ten-year period that began in 2016, identified the basic problem of Maltese Transport policy: we think in the short term. As a result, positive policy initiatives are not as effective as intended because they seek to resolve the problem being considered without considering its long-term impact. Four years is the maximum span of our vision, opines the Transport Master Plan 2025.

Consider, for example, the Prime Minister’s statement in favour of free public transport for everyone. How does this statement fit in with large-scale road infrastructure projects such as the Central Link project?

In my view, the two are contradictory. The Prime Minister’s statement signifies that more of us will be encouraged to take the plunge in favour of public transport, occasionally or on a regular basis. As a result, there is great potential for a further reduction in the number of cars on our roads. So what, may I ask, what is the purpose of the Central Link project in view of this laudable initiative? Is this not a textbook case of one branch of government not being aware of what is going on elsewhere, within government?

We are aware, courtesy of the Transport Master Plan 2025, that 50 per cent of journeys by private cars are of a short duration: less than 15 minutes. These would be short distances either within the same area or between neighbouring areas. Imagine transport policy effectively targeting these journeys through, for example, well-planned regional public transport, or frequent circular bus routes in the large localities. Isn’t the prize of being able to reduce traffic by a staggering 50 per cent worth the effort? We do not need fly-overs and massive investment in road infrastructure to achieve this target. Just some common sense and the ability to plan long-term is all that is needed. The alternative will further increase traffic, and, consequently, congestion on our roads.

The long-term aim of Maltese transport policy is spelled out in the Transport Master Plan 2025: it is a reduction in the number of cars from our roads. This will increase mobility through the use of sustainable alternatives such as public transport, cycling, walking and even sea transport between places in our harbour areas.

We may remember that a study carried out by the University of Malta in 2015 indicated that, on average, we spend 52 hours a year stuck in traffic. Congestion can be tackled without resorting to meddling with our road infrastructure.

Transport Minister Ian Borg needs to sort out his priorities as soon as possible. We are still awaiting his commitment to his own government’s Transport Master Plan!

published in The Malta Independent on Sunday : 27 January 2019

Infrastruttura Malta qed tinjora l-unika soluzzjoni

Għadhom kif ġew ippubblikati l-istudji li jiffurmaw parti mill-EIA (Environmental Impact Assessment) dwar il-proġett infrastrutturali tat-toroq bejn l-Imrieħel u Ħ’Attard : is-Central Link Project. Il-konsultazzjoni pubblika ser tibqa’ għaddejja sal-21 ta’ Frar 2019.

L-istudji ippubblikati huma voluminużi. Apparti r-rapport finali miktub mill-koordinatur tal-EIA b’543 paġna hemm 11-il rapport tekniku dwar temi ta’ relevanza. Dawn ivarjaw mill-użu tal-art, il-pajsaġġ u l-impatti viżivi, il-ġeoloġija, l-ilma, l-ekoloġija, l-agrikultura, l-arkejoloġija, l-kwalità tal-arja, il-ħsejjes, l-infrastruttura u s-servizzi u l-aċċess pubbliku.

Dawn ir-rapporti nkitbu bejn Awwissu 2015 u Jannar 2019 u fihom madwar 1400 paġna. Fiż-żmien qasir li ilhom aċċessibli ma kienx possibli li jinqraw kollha. Imma, l-posizzjoni li qed tieħu Infrastruttura Malta, bla ebda dubju a bażi ta’ direzzjoni politika, hi waħda ċara ħafna.

Infrastruttura Malta qed tipproponi li tindirizza l-konġestjoni tat-traffiku fit-toroq tagħna bil-bini jew twessiegħ ta’ toroq flmkien mat-titjib ġenerali tal-infrastruttura tagħhom. B’dan il-mod, jidhrilha li l-konġestjoni tkun eliminata inkella tonqos drastikament. Dan għandu jwassal għal inqas emissjonijiet u allura titjieb il-kwalità tal-arja, jonqos il-ħin li jintilef tistenna fit-traffiku u allura jonqos ukoll il-konsum tal-petrol u d-dijsil li jinħela bil-karozzi weqfin jistennew.

Fil-Kapitlu 3 tar-rapport finali miktub mill-koordinatur tal-EIA hemm eżami tal-alternattivi għall-proġett ta’ toroq propost. Hemm sitt alternattivi li huma kkunsidrati. Dawn ivarjaw milli ma tagħmel xejn għal numru ta’ soluzzjonijiet infrastrutturali differenti. (ara paġna 66 tar-rapport)

Fir-rapport tiegħu l-koordinatur tal-EIA injora waħda mill-iktar miri ċari tal-Pjan Nazzjonali tat-Trasport 2025: it-tnaqqis tal-karozzi mit-toroq. Meta kien approvat dan il-pjan nazzjonali stabilixxa numru ta’ miri operattivi. Il-mira 2.2.2 tistabilixxi l-ħtieġa ta’ alternattivi għall-karozzi privati biex tkun inkoraġġuta mobilità sostenibbli u tnaqqas il-karozzi miz-żoni fejn hemm il-konġestjoni. (Provide alternatives to private vehicles to encourage sustainable travel patterns and reduce private vehicular demand in the congested hub area). Il-pjan jispjega li dan l-oġġettiv kien identifikat li madwar ħamsin fil-mija tal-vjaġġi li jsiru b’karozzi privati jdumu inqas minn kwarta, liema fatt juri li dawn huma fuq distanzi qosra ħafna (ara paġna 95 tal-pjan).

L-EIA li Infrastruttura Malta tippreżenta għall-konsultazzjoni pubblika jonqos milli jikkunsidra l-implimentazzjoni ta’ dan il-mira fost l-alternattivi differenti kkunsidrati bħala soluzzjonijiet possibli għall-konġestjoni tat-traffiku. Probabbilment li Infrastruttura Malta qed tiffaċċja nuqqas ta’ rieda politika biex tittieħed azzjoni. Xi ħadd jeħtieġ li jispjega għaliex din l-għodda qed tkun skartata daqshekk malajr wara li ddaħlet tifforma parti mill-pjan tat-trasport.

Iktar kmieni dan ix-xahar konna nfurmati b’żieda sostanzjali fl-użu tat-trasport pubbliku matul l-2018. Kien rappurtat li kien hemm 53.4 miljun passiġġier li għamlu użu mit-trasport pubbliku fl-2018. Żieda ta’ 11.25% fuq l-2017. Hu ċar li l-pubbliku qed jirrispondi billi jagħmel użu mit-trasport sostenibbli offrut għall-użu tiegħu.

Transport Malta teħtieġ li taġixxi mingħajr iktar dewmien. Hemm ħtieġa ta’ pjan ċar biex tkun implimentata l-mira tat-tnaqqis tal-karozzi mit-toroq tagħna. Din hi l-iktar soluzzjoni li tagħmel sens għax hi soluzzjoni li tħares fit-tul. Meta dan il-pjan ikun stabilit, imbagħad ikun possibli li l-proġett Central Link ikun ikkunsudrat mill-ġdid f’kuntrast ma alternattiva realistika.

Sfortunatament il-Gvern naqas milli jifhem li diġa kellu f’idejh is-soluzzjoni għall-problema tal-konġestjoni tat-traffika. Soluzzjoni li tindirizza l-kawza (il-karozzi) flok ma tindirizza l-effett.

Huwa nuqqas kbir li l-EIA jonqos milli jqis dan kollu. Għax l-EIA suppost li hu proċess ta’ eżami indipendenti tas-soluzzjonijiet għall-problemi li ser ikunu indirizzati. Jeħtieġ li dan in-nuqqas ikun indirizzat immedjatament.

 

Ippubblikat fuq Illum : Il-Ħadd 20 ta’ Jannar 2019

 

 

 

 

Infrastructure Malta is missing the real alternative

The studies forming part of the Environmental Impact Assessment (EIA) on the Central Link project dealing with the road infrastructure between Mrieħel and Attard has just been published. Public consultation runs up to 21 February 2019.

The studies published are voluminous. In addition to the coordinated assessment report – running into 543 pages – there are 11 technical reports dealing with various issues of considerable relevance. They deal with land cover and uses, landscape character and visual amenities, geology, water, ecology, agriculture, archaeology, air quality, noise, infrastructure and utilities and public access.

The reports dated between August 2015 and January 2019 run into approximately 1400 pages. In the limited time for which all the different reports have been available, it has not yet been possible to read through them.

Notwithstanding, the general approach of Infrastructure Malta – undoubtedly as a result of Ministerial direction – is very clear. It is proposed by Infrastructure Malta to alleviate the various bottlenecks on our roads, and the resulting traffic congestion, through the construction of new roads, the widening of existing ones and the upgrading of junctions. It is envisaged that, as a result of doing away with bottlenecks, the level of emissions will be reduced, thereby improving air quality, the time lost in traffic will be eliminated as well as the over-consumption of fuel, resulting in savings in both the fuel used and the emissions generated.

Chapter 3 of the coordinated assessment examines and assesses alternatives to the proposal under consideration. Six alternatives are considered, ranging from a do-nothing option to a number of specific infrastructural solutions, including a combination of such solutions (see page 66 of the coordinated assessment).

The coordinated assessment ignores one clear and specific objective of the National Transport Master-Plan 2025, that is a reduction in the number of cars on our roads. Approved in 2016, this master plan establishes a number of operational objectives for the implementation of transport policy. Objective 2.2.2 establishes the following: “Provide alternatives to private vehicles to encourage sustainable travel patterns and reduce private vehicular demand in the congested hub area”. The master plan explains that “this objective has been developed since the data shows that about 50 per cent of trips are under 15 minutes, illustrating that mobility is produced at a local level on very short paths.” (see page 95 of Master Plan)

The EIA presented by Infrastructure Malta for public consultation fails to consider the implementation of this objective among the various alternatives that can be used to address traffic congestion. It is possible that Infrastructure Malta is facing a brick wall due to a lack of political will to implement this objective. Someone needs to explain why this policy route is being discarded so soon after it being included into the Master Plan.

Earlier this month, we were informed about the substantial increase in the patronage of public transport. It was reported that during 2018, 53.4 million people had used public transport: an increase of 11.25% over 2017. It is clear that the public is responding through the uptake of the sustainable transport options being made available.

Transport Malta needs to stop procrastinating and take the bull by the horns. A road map for implementing the objective of reducing the number of cars from our roads is the only sensible way forward. It is the long-term view which is missing in our transport policy. Once this road map is clearly defined, then it would be easier to reassess – and probably substantially redefine and downscale – the Central Link project on the basis of a realistic alternative.

The government has, unfortunately, failed to appreciate that it has already identified policy tools with which to tackle traffic congestion. It had a solution in hand which targeted the cause of the problem: cars.

That the EIA also fails to assess this alternative is a significant flaw in the process, as this assessment should be an independent examination of the possible solutions to the identified problem. It needs to be addressed forthwith.

published in The Malta Independent on Sunday : 20 January 2019

Trasport pubbliku jġorr 53.4 miljun passiġġier fl-2018

Aħbar tajba fil-gazzetti tal-lum hi ż-żieda ta’ 11.3% fl-użu tat-trasport pubbliku.

Fl-2017 użaw it-trasport pubbliku 48 miljun passiġġier. Dan in-numru fl-2018 tela’ għal 53.4 miljuni.

Dan huwa sinjal tajjeb. Huwa ukoll sinifikanti li l-pubbliku qed jerġa’ jrabbi fiduċja fit-trasport pubbliku. Hemm bżonn li din il-fiduċja tkompli tikber għax hu essenzjali li iktar nies tagħmel użu mit-traport pubbliku biex ikun hemm inqas ħtieġa ta’ karozzi privati fit-toroq.

Hemm bżonn li flok ikunu investiti iktar miljuni ta’ ewro f’toroq ġodda inkella fit-twessiegħ ta’ toroq eżistenti, dawn il-miljuni ikunu investiti fit-trasport pubbliku, u dan b’żieda mal-investiment qawwi li diġa sar.

Issa bdew iżidu ukoll il-frekwenzi fejn meħtieġ.

Għandu jkun rikonoxxut li diġa sar ħafna investiment fit-trasport pubbliku, prinċipalment f’sussidji sostanzjali li kienu meħtiega: sussidji li issa bdew jagħtu riżultat tajjeb. Nistennew iktar riżultati minn dawn, riżultati li jiġu jekk il-pajjiż jippjana u jaħdem bil-għaqal.

It-tibdil fil-klima hi kawża ta’ inġustizzji

Kulħadd hu konxju li f’partijiet differenti tad-dinja t-temp għaddej minn estrem għall-ieħor. In-National Geographic, riċentement, taħt it-titlu “It-tibdil fil-klima tisforza Gwatemali biex jemigraw” irrappurtat ukoll li “n-nixfa u t-tibdil fil-klima qed jagħmilha diffiċli għall-bdiewa ta’ mezzi żgħar biex jgħajxu lill-familji tagħhom. Dan qed iwassal għal kriżi umanitarja.”

L-Organizzazzjoni Dinjija tal-Ikel (FAO) u l-Programm Dinji tal-Ikel tal-Ġnus Magħquda huma kkonċernati li n-nixfa qed ikollha impatt sostanzjali fuq dawk l-iktar vulnerabbli fl-Amerika Ċentrali. Din diġa wasslet biex intilfu 280,000 ettaru ta’ raba’ fil-Gwatemala, l-El Salvador u l-Honduras, u bħala riżultat ta’ dan effettwat is-sigurta tal-ikel ta’ żewġ miljun ruħ.

Nafu anke minn esperjenza tagħna stess f’Malta kif in-nixfa u l-għargħar huma kawża ta’ ħsara kbira lill-uċuħ tar-raba’: ħsara li qed tkun iktar spissa.

Xi pajjiżi qed isofru min-nuqqas ta’ xita. Oħrajn għaddejjin minn esperjenza differenti: fi ftit ġranet ikollhom ix-xita kollha li normalment tagħmel f’sena u dan bil-konsegwenza ta’ għargħar kbar. Dan it-tibdil fil-klima qed iseħħ ħtija tal-ħidma u l-imġieba tal-bniedem, ħidma mifruxa fuq ħafna snin li wasslet għal żidiet sostanzjali ta’ emissjonijiet ta’ karbonju (carbon emissions).

Hu ċar li t-tibdil fil-klima hu theddida għar-riżorsi bażiċi tal-ikel u l-ilma li fuqhom jiddependu l-komunitajiet tal-ġnus: dan kollu hu ostaklu kbir għad-dritt għal ħajja li għandu kull wieħed u waħda minna.

Il-politika dwar il-bidla fil-klima, fuq inizjattiva u l-insistenza ta’ stati gżejjer, ewlenin fosthom il-gżejjer fil-Paċifiku, preżentement qed tiffoka fuq il-ħtieġa li ż-żieda fit-temperatura tad-dinja ma taqbiżx 1.5 grad Celsius fuq it-temperatura pre-industrijali. Hemm kunsens fost il-komunità xjentifika globali li jekk iż-żieda taqbeż din iċ-ċifra hemm possibilità kbira ta’ apokalissi klimatika. Dan ma jikkawżax biss estremitajiet ta’ nixfa u għargħar imma ukoll jogħla l-livell tal-baħar b’mod li jinqerdu z-zoni kostali kif ukoll gżejjer diversi jispiċċaw taħt wiċċ l-ilma.

Ir-rapport speċjali tal-lnter-governmental Panel on Climate Change (IPCC) ippubblikat f’Ottubru li għadda jispjega fid-dettall il-veduti tal-komunità xjentifika globali dwar x’inhu jiġri: jispjega x-xjenza tal-bidla fil-klima u l-effett ta’ dan fuq id-dinja. 224 xjenzjat ewlieni minn 40 pajjiż differenti eżaminaw 30,000 studju xjentifku: il-konklużjonijiet tagħhom ma jistgħux ikunu injorati.

Ir-rapport tal-IPPC iwissina li t-temperatura tad-dinja diġa għoliet bi grad Celsius fuq it-temperatura pre-industrijali. Jekk nibqgħu għaddejjin bl-istess livell ta’ attività, sa mhux iktar tard mis-sena 2050 din it-temperatura ser tiżdied b’nofs grad Celsius ieħor, ikompli jwissina r-rapport. Għal din ir-raġuni l-komunità xjentifika hi tal-fehma li l-emmissjonijiet tal-karbonju għandhom jonqsu tant li sa mhux iktar tard mis-sena 2050 l-emmissjonijiet netti jkunu zero.

Hemm resistenza għal dan l-oġġettiv f’numru ta’ pajjiżi. Erbgħa minnhom (ir-Russia, l-Istati Uniti tal-Amerika, l-Kuwajt u l-Arabja Sawdita) ippruvaw ixellfu l-kunsens globali dwar il-konklużjonijiet tar-rapport tal-IPPC waqt il-laqgħa f’Katowice dwar il-klima iktar kmieni dan ix-xahar.

Kull pajjiż għandu sehem x’jagħti biex it-tnaqqis fl-emmissjonijiet jintlaħaq, u dan soġġett għall-prinċipju ambjentali li jistabilixxi li r-responsabbilta għalkemm hi waħda komuni tintrefa b’mod differenti (principle of common but differentiated responsibility). Anke Malta teħtieġ li terfa’ is-sehem tagħha ta’ din ir-responsabbiltà b’mod li tikkontribwixxi biex jonqsu l-emissjonijiet tal-karbonju ħalli jkun assigurat li ż-żieda ta’ 1.5 gradi fit-temperatura tad-dinja ma tinqabizx.

Meta l-ġenerazzjoni tal-enerġija f’Malta ma baqgħitx issir bl-użu tal-HFO (heavy fuel oil), żejt maħmuġ, u minflok qlibna għall-gass sar pass importanti l-quddiem. Imma meta nħarsu fit-tul dan mhux biżżejjed għax il-gass hu fuel ta’ transizzjoni: transizzjoni fit-triq lejn enerġija li tkun iġġenerata kompletament minn sorsi renovabbli. Neħtieġu iktar enerġija ġġenerata mix-xemx u mir-riħ kif ukoll għandna bżonn nagħrfu nagħmlu użu tajjeb mill-enerġija ġġenerata mill-mewġ li hi abbundanti fl-ibħra madwarna.

L-applikazzjoni tat-teknologija f’dawn l-oqsma toħloq xogħol sostenibbli u fl-istess ħin ittejjeb il-kwalità tal-ħajja ta’ kulħadd.

F’dan is-sens il-qasam tat-trasport f’Malta għadu ta’ uġiegħ ta’ ras u dan minħabba l-emmissjonijiet tal-karbonju li jirriżultaw miż-żieda astronomika ta’ karozzi fit-toroq tagħna. Sfortunatament, flok ma jinvesti f’trasport sostenibbli, l-gvern għaddej bi programm intensiv ta’ żvilupp tal-infrastruttura tat-toroq li inevitabilment ser iwassal biex jinkoraġixxi użu ikbar tal-karozzi fit-toroq tagħna. Dan iwassal biex jikkanċella l-progress li sar biż-żieda reġistrat fl-użu tat-trasport pubbliku.

Biex tkompli tagħmel l-affarijiet agħar, il-mina bejn Malta u Għawdex hi essenzjalment mina għall-karozzi,mhux mina għan-nies. Hu stmat li bħala riżultat ta’ din il-mina proposta ċ-ċaqlieq ta’ karozzi bejn iż-żewġ gżejjer jiżdied minn medja ta’ 3,000 għal medja ta’ 9,000 kuljum, u dan fi żmien 15-il sena. Hu possibli li jkun provdut serviz alternattiv u sostenibbli, indirizzat biss lejn in-nies, permezz ta’ dak li nirreferu għalih bħala fast ferry. Dan jista’ jwassal lin-nies dritt minn Għawdex saċ-ċentri kummerċjali tal-pajjiż. Il-karozzi, imma, huma fattur ċentrali għall-mina proġettata u dan għax il-ħlas li jsir għall-użu tal-mina huwa dipendenti fuq in-numru ta’ karozzi li jagħmlu użu minnha!

Dan kollu jmur kontra l-ispirtu tal-Pjan Nazzjonali għat-Trasport-2025 li jistabilixxi l-oġġettiv ta’ tnaqqis ta’ karozzi mit-toroq tagħna bħala mira li tista’ tintlaħaq. It-tnaqqis tal-karozzi mit-toroq tagħna mhux biss itejjeb il-kwalità tal-arja li permezz tagħha nieħdu n-nifs: hu ukoll il-kontribut żgħir tagħna bħala pajjiż kontra l-inġustizzji maħluqa minn tibdil fil-klima għax inkun qed innaqqsu l-emissjonijiet tal-karbonju bil-konsegwenza ta’ tnaqqis fiż-żieda tat-temperatura tad-dinja.

Għax il-ġlieda kontra l-inġustizzji li qed jinħolqu bit-tibdil fil-klima hi responsabbiltà tagħna ukoll.

 

Ippubblikat fuq Illum : Il-Ħadd 30 ta’ Diċembru 2018

Climate justice is our responsibility too

Everyone is aware that different parts of the world are experiencing weather extremes.  Under the heading “Changing climate forces desperate Guatemalans to emigrate”, National Geographic recently reported that “Drought and shifting weather are making it difficult for many small-scale farmers to feed their families, fuelling a human crisis”.

The Food and Agriculture Organisation and the World Food Programme of the United Nations are concerned that drought is having a considerable impact on the most vulnerable in Central America. It has led to a loss of 280,000 hectares of agricultural land in Guatemala, El Salvador and Honduras, as a result affecting the food security of more than two million human persons.

We are aware, even as a result of local experience, that drought and floods cause considerable damage to agriculture and are occurring with increasing frequency. Some countries are experiencing an acute lack of rain while others are experiencing a concentration of a year’s rainfall in the space of a few days. These changing patterns of the weather are the result of human behaviour, accumulated over a large number of years through ever-increasing carbon emissions.

Clearly, climate change threatens essential resources – such as water and food – on which communities depend, putting in question their very right to life.

The politics of Climate Change, on the initiative and insistence of island states, in particular Pacific island micro-states, is currently focusing on the need to limit increases in global warming to not more than 1.5 degrees Celsius. There is a consensus among the global scientific community that, beyond such an increase, a climatic apocalypse would be more likely. This will be the cause of not just more drought and floods but also of unprecedented rise in sea level, as a result wiping out coastal areas, and low-lying islands all around the globe.

The special report issued by the lnter-governmental Panel on Climate Change (IPCC) in October explains in detail the views of the global scientific community on the current state of play: it explains the science of climate change and the future of the Earth. A total of 224 leading scientists from 40 countries have assessed 30,000 scientific papers and their conclusions cannot be ignored.

Its report warns that the earth has already warmed by one degree Celsius more than the pre-industrial age. If we retain the present level of activity, we are warned that the temperature will rise a further half of a degree before the year 2050.

This is the reason why the scientific community considers that carbon emissions must be reduced, achieving net zero emissions before the year 2050. However, there are various pockets of resistance to attaining such an objective in a number of countries. So much that four of them (Russia, the United States, Kuwait and Saudi Arabia) have sought to water down the global consensus on the IPPC report conclusions in Katowice, at the climate change summit held earlier this month.

Each and every country has a role in achieving this substantial reduction of carbon emissions, subject to the principle of common but differentiated responsibility. Malta also has such a responsibility to contribute to a reduction of carbon emissions in order to ensure that the 1.5 degree barrier is not breached.

In Malta, the switching of energy generation from one dependent on heavy fuel oil to gas was a positive step. However, in the long term, this is not enough as gas is considered a transition fuel: a step on the path to energy generation completely dependent on renewable sources. We require more energy generated from the sun and wind and we also need to ensure that good use is made of energy generated from waves – so abundant in the sea around us. The application of technology will lead to the creation of new, sustainable jobs and simultaneously contribute to an improvement in the quality of life for everyone.

Transport, however, is still a major problem considering Malta’s carbon emissions due the astronomic increase in the number of cars on our roads. Unfortunately, instead of investing in sustainable transport, the government has embarked on a massive programme of further development of the road infrastructure which will only result in encouraging more cars on our roads. Consequently, this will cancel out the progress being achieved with the registered increase in the use of public transport.

To add insult to injury, the proposed tunnel below the seabed between Malta and Gozo is essentially a tunnel for the use of cars. It is estimated that, as a result of this tunnel, the vehicle movement between the two islands will increase from 3000 to 9000 vehicle movements daily over a 15-year period. An alternative sustainable service providing for the movement of people would be a fast ferry service from Gozo to the commercial centres of Malta. However, the encouragement of the use of cars is central to the projected tunnel as tolls will be paid by car owners.

All this runs counter to the National Transport Master-Plan 2025 which establishes the reduction of cars from Maltese roads as an achievable target.

Reducing the number of cars on our roads will not only improve the quality of the air we breath but will also be a small but important contribution to global climate justice through a reduction in carbon emission levels.

Climate justice is our responsibility too.

published in The Malta Independent on Sunday : 30 December 2018