Emerġenza Klimatika: l-impatt tal-karozzi u l-avjazzjoni

Temperaturi rekord, li f’ħafna każi jaqbżu l-40 grad Celsius, nirien qerrieda u nixfa f’diversi pajjiżi. Din hi l-aħbar ewlenija mal-Ewropa kollha f’dawn il-ġranet. Din il-mewġa ta’ sħana mhiex xi sorpriża.  

Rapport mill- Joint Research Station tal-Unjoni Ewropeja li kien ippubblikat iktar kmieni din il-ġimgha, intitolat  Drought in Europe July 2022, jemfasizza li parti sostanzjali mit-teritorju tal-Unjoni Ewropeja hu soġġett għal nixfa li f’numru ta’ każi ilha tinġemgħa. Din hi in-normalità l-ġdida!

Il-klima ta’ bħalissa għandha impatt negattiv fuq l-agrikultura fl-Ewropa kollha. L-uċuħ tar-raba’ ser jirrendu ferm inqas. Fl-Italja, ġara tagħna, fuq it-TV rajna  il-livell tal-ilma tax-xmara Po li hu ferm iktar baxx mis-soltu: hemm metri inqas. L-esperti qed jgħidu li l-volum preżenti tal-ilma tax-xmara hu madwar 80 fil-mija inqas mis-soltu. Nofs l-irziezet Taljani għandhom problemi kbar ikkawżati min-nixfa u t-temperaturi għoljin li qed jiffaċċaw.

Dan m’hu xejn ġdid għall-biedja f’Malta. Ilna niffaċċjaw dawn il-kundizzjonijiet. In-nuqqas tal-ilma hi xi ħaġa normali f’Malta, in-nixfa, imma, qed issir ukoll iktar spissa. Imbagħad jiġu mumenti fejn jinfetħu s-smewwiet Ii jgħarrqu kull m’hawn b’għargħar li jkaxkar kollox.

Il-klima ilha żmien tinbidel ftit ftit u dan riżultat tal-istil ta’ ħajja li qed ngħixu. In-natura ilha żmien tagħtina s-sinjali li ma nistgħux nibqgħu għaddejjin kif aħna. Imma kontinwament ninjorawha. Riżultat ta’ hekk issa għandna din l-emerġenza klimatika, li, ġibniha b’idejna.

L-emerġenza klimatika issa hi rejaltà u hi parti integrali mill-ħajja tagħna. Biex nindirizzawha irridu nibdew nagħtu kaz dak li qed tgħidilna n-natura. Hu meħtieġ  li dan kollu jkun rifless fil-politika li tħares fit-tul. Speċifikament nistennew li l-politika li ma mhiex kompatibbli ma dak meħtieġ biex nindirizzaw it-tibdil fil-klima tkun indirizzata b’mod immedjat.  

Malta m’għandiex industrija li tagħti xi kontribut kbir għat-tibdil fil-klima. Il-problemi ewlenin fil-kaz tagħna ġejjin mit-trasport: mill-karozzi u mill-ajruplani.

In-numru ta’ karozzi fit-toroq għadu qed jiżdied kontinwament. Ix-xogħolijiet konnessi mat-titjib fl-infrastruttura tat-toroq qed isiru bl-iskop uniku li t-toroq ikunu jifilħu għal iktar karozzi. Dan ikompli jżid mal-problema. Il-konġestjoni tat-traffiku tonqos naħa u tiżdied band’oħra! Minkejja l-ħafna kliem sabiħ ma hemmx ir-rieda politika li l-kontribut  tal-karozzi għat-tibdil fil-klima jkun indirizzat.

Il-qalba tal-karozzi għall-elettriku, waħedha, mhux ser issolvi l-problema. L-emissjonijiet jibdew jonqsu fit-toroq u jiċċaqalqu għas-sors tal-elettriku li nużaw biex niċċarġjaw il-batteriji. L-enerġija rinovabbli li qed niġġeneraw hi ta’ kwantità insinifikanti!

Parti mill-problema nesportawha lejn Sqallija billi nużaw l-interconnector, li flok wieħed issa hu ippjanat li jkollna tnejn. B’hekk inkomplu inżidu  d-dipendenza tagħna għall-ħtiġijiet enerġetiċi.

Flimkien mal-qalba tal-karozzi għall-elettriku irid isir sforz ġenwin biex jonqsu sostanzjalment il-karozzi mit-toroq tagħna. Iċ-ċokon tal-gżejjer Maltin jagħmilha iktar possibli li nindirizzaw id-dipendenza tagħna fuq il-karozza u li din tkun sostitwita bi transport pubbliku effiċjenti. Kważi kullimkien jista’ jintlaħaq b’faċilità.

F’ Ottubru t-trasport pubbliku ser ikun b’xejn. Dan waħdu mhux biżżejjed: jinħtieġ trasport pubbliku li jkun effiċjenti.  Hu biss meta t-trasport pubbliku jkun alternattiva tajba li jkun jagħmel sens għall-gvernijiet li jibdew il-proċess biex jonqsu b’mod sostanzjali l-karozzi mit-toroq tagħna.

Biex nindirizzaw l-impatti tal-avjazzjoni l-istorja hi iktar ikkumplikata.  Id-dibattitu kurrenti dwar taxxa fuq il-fuel tal-avjazzjoni, kif diġa ġie emfasizzat, ser ikollu impatt sproporzjonat fuq il-gżejjer periferali fl-Unjoni Ewropeja. Imma l-problema hi waħda reali u teħtieġ li tkun indirizzata bla iktar dewmien.

Il-qalba tal-argument fid-diskussjoni li għaddejja hi dwar l-impatt ta’ taxxa fuq il-fuel tal-avjazzjoni fuq it-turiżmu. Mhux biss it-turiżmu lejn il-gżejjer Maltin, imma dak lejn kull rokna tal-Unjoni Ewropeja. Ilkoll kemm aħna naċċettaw il-prinċipju ambjentali bażiku li min iħammeġ jeħtieġ li jħallas (polluter pays principle) li illum il-ġurnata jifforma parti kemm mill-liġi Ewropeja kif ukoll minn dik Maltija.  Anke it-turiżmu għandu jerfa’ l-piż tal-impatti li jiġġenera, in partikolari l-impatti ambjentali tiegħu. Dak hu l-iskop tat-taxxa proposta fuq il-fuel tal-avjazzjoni.

Wasal iż-żmien li t-turiżmu ukoll jibda jirristrittura ruħu u jibda jagħti każ tal-impatti ambjentali tiegħu. Bl-emerġenza klimatika wara l-bieb ma jagħmilx sens li nibqgħu għaddejjin bit-tkaxkir tas-saqajn.

Żommu quddiem għajnejkom li l-gżejjer u l-komunitajiet mal-kosta jaqilgħu l-ikbar daqqa meta jibdew jiżdiedu l-impatti tat-tibdil fil-klima, billi jibda jgħola l-livell tal-baħar.  Xi gżejjer u uħud mill-komunitajiet mal-kosta l-anqas biss jibqgħu jeżistu.

Man-natura ma tistax tinnegozja, trid tbaxxi rasek!

ippubblikat fuq Illum: 24 ta’ Lulju 2022

Climate Emergency: addressing car and aviation impacts

Record breaking temperatures, in many cases exceeding 40 degrees Celsius, fires raging across a multitude of countries and drought, is the current news all over Europe. The current heatwave was not unexpected.

The European Union’s Joint Research Station in a report published earlier this week, entitled Drought in Europe July 2022, reports that a substantial portion of EU territory is exposed to warning levels of drought, or even worse. This will soon be the new normal!

The current climate will severely impact agriculture all over Europe. The impact on crop yields will be substantial. In neighbouring Italy, we have witnessed on TV the level of the waters of the river Po being several metres lower than usual: its current capacity is 80 per cent down on what’s normal at this time of the year. Fifty per cent of Italian farms are at risk, devastated by drought and high temperatures.

All this is nothing new for Maltese agriculture. We have been there before, at times due to prolonged drought, at others as a result of havoc creating floods which are increasing in frequency.

The climate has been slowly changing over the years, reacting to the changing human behaviour. Nature has been reacting slowly, signalling time and again that it will not be subdued.  Nature’s signals have been repeatedly ignored: as a result, we are now faced with a climate emergency.

The Climate Emergency is now a reality which is an integral part of our daily life. Addressing it would signify that we start taking note of nature’s signals and act accordingly. It stands to reason that this should be reflected in our country’s long-term policies. Specifically, one would expect that policies which are incompatible with responsible action to address climate change, are immediately addressed.

Malta has no heavy industry which contributes to climate change.  Our major contributor to climate change is transport, specifically road transport and aviation.

The number of cars on the roads is continuously increasing. Road infrastructure improvements taken in hand are intended to increase the capacity of Maltese roads and consequently are and will continue to add to the problem. Traffic congestion is being shifted from one area to another. Notwithstanding the political rhetoric, there is clearly no political will to act and address the contribution of road transport towards climate change.

Electrification, on its own, will not solve the problem. It will rather shift emissions from our roads to the source of electricity used in charging our cars. The renewable energy we generate is not sufficient to cater for our needs, in particular if we have to also cater for a complete electrification of our car fleet.

Part of the problem will be exported to the Sicilian mainland through the submarine energy cables and will be serve to increase our energy dependency.

Electrification of our roads must be coupled with a drive to substantially reduce cars from our roads. The relative smallness of the Maltese islands makes it much easier than elsewhere to substitute our car dependency with an efficient public transport. Almost everywhere is within easy reach.

Come October public transport will be free of charge. This must be coupled with an effort to increase its efficiency and reliability. It is only when public transport is a suitable alternative that it makes sense for governments to start a campaign to substantially reduce cars from our roads.  

Addressing the impacts of aviation is more complicated. The current debate on an aviation fuel tax, as pointed out by various political observers, will impact the peripheral islands within the EU in a disproportionate manner. At the end of the day some solution will have to be found to this aspect of the problem, without further delay.

The crux of the issue, however, is the impact of such an aviation fuel tax on tourism, not just tourism directed towards Malta but that directed to all areas within the EU. All of us accept the basic “polluter pays principle” which is enshrined not only in EU legislation but also in local laws and regulations. Even tourism should internalise its environmental costs. That is the purpose of the proposed aviation fuel tax.

It is time that the tourism industry starts its much-delayed restructuring. With the climate emergency on our doorstep there is no purpose in delaying any further.

Kindly keep in mind that islands and coastal communities will be the worst hit when the impacts of climate change increase substantially through a sea-level rise. Some islands, as well as a number of coastal communities, as a result, will simply cease to exist.

One cannot bargain with nature; you have to follow its instructions!

published on The Malta Independent on Sunday : 24 July 2022

After the agricultural fair has ended

The onslaught on agricultural land is continuous. It is unfortunately many a time abated by land use planning operatives. It would be an understatement to emphasise that they should know better.

Among the countless examples faced on a continuous basis I can list the following: the over-development of road infrastructure, quarries, boatyards, solar farms and fireworks factories proposed in rural areas and in lieu of agricultural land. Added to these examples one can add the craze of changing the use of agricultural land into picnic or barbeque areas. This creation of recreational areas is squeezing out agriculture! All this would not happen without the complicity of the Planning Authority and those appointed to lead it.

The agricultural fair organised last week exposed another aspect: the anguish of the farming community. A discussion organised within the precincts of the grounds of the agricultural fair focused on food security. The spiralling cost of imported animal feed fuelled by the Russian invasion of Ukraine as well as international business pressures are adding to the problems of those involved in animal husbandry.

Farmers are being pushed out of the land they have been tilling at an increasing rate. No one in his right senses would dare invest in the modernisation of an agricultural holding in such a climate. The banks, on the other hand, emphasised the farmers who took part in the discussion, are not forthcoming with loans to facilitate matters, most probably as they consider the risks involved too high.

In the meantime, eviction of farmers from the land they have tilled for generations continues unabated as government takes too long to come up with a reform of the agricultural lease legal setup.

Government has, for all intents and purposes, abandoned the agricultural community. In addition, it has repeatedly carved agricultural land into new or widened roads. The irrigated agricultural land at Attard had to make way for the so-called Central Link. Shortly more agricultural land on the outskirts of  Qormi will make way for improvements to the Mrieħel bypass project.  Add this to the planned havoc continuously emanating from the Planning Authority and you can easily understand what the agricultural community has to bear.

It is indeed ironic that a government which boasts of a programme which is intended to create more open spaces is at the same time determined to ruin more natural open spaces on the outskirts of our towns and villages.

It is clear that government has taken a basic political decision: cars have a priority over agriculture. This decision is clearly manifested in the manner of operation of Infrastructure Malta which is gobbling up extensive agricultural land which stands in the way of its projects. It is further manifested in the absolute silence of the Agricultural Ministry when it is faced with this behaviour. The agricultural minister is apparently more interested in our heritage which leaves him little time to focus on the needs of agriculture and the farmers who depend on it for their livelihood.

Given the ever-increasing population on these islands it was always very clear that local agriculture could never, on its own, suffice to cater for our needs. Supplementing local agricultural produce with imported produce should be done with care as there is always a danger that the local market can be flooded with low priced goods which make the life of our farmers more miserable than it already is!

The organisation of the agricultural fair was a good idea. It must however be supplemented with a heavy dose of good faith which is missing in the attitudes of the holders of political office in the Ministry of Agriculture through the rest of the year, that is when there is no agricultural fair!

published on the Malta Independent on Sunday : 29 May 2022

L-istupru t’Għawdex

Il-PLPN kontinwament jipperfezzjonaw l-istrateġija tagħhom dwar l-istupru t’Għawdex. Din l-istrateġija illum il-ġurnata jispjegawha fil-wegħdiet elettorali tagħhom.  Sfortunatament, f’din il-ħidma tagħhom għandhom l-appoġġ ta’ għaqdiet bħall-Kamra tal-Kummerċ Għawdxija li għadhom kif ħarġu dokument bil-prijoritajiet li huma qed jipproponu għall-leġislatura li jmiss.

Il-mina taħt il-fliegu bejn Malta u Għawdex, għalihom tibqa’ prijorità. Ma’ dan issa żdied mitjar rurali. Jidher li jridu jassiguraw li l-istupru li qed jippjanaw fuq Għawdex ikollu effett massimu.

Il-mina proposta mhiex għan-nies iżda għall-karozzi. Hi mina dipendenti b’mod assolut fuq il-karozzi u l-inġenji kummerċjali oħra li jkunu jistgħu jagħmlu użu minna. Kull waħda minn dawn il-karozzi jew inġenji kummerċjali tħallas biex tgħaddi mill-mina. Il-vijabilità ekonomika tal-mina tiddependi milli jkunu mħajjra jagħmlu użu minna l-ikbar numru possibli ta’ karozzi.

F’wieħed mill-istudji li saru kien ħadem stima li bħala riżultat tal-mina proposta, il-moviment ta’ karozzi bejn Malta u Għawdex jimmultiplika ruħu bi tlieta, minn 3000 moviment kuljum għal 9000 movement kuljum. L-istudju hu intitolat Establishing a Permanent Link between the Island of Gozo and Mainland Malta: An Economic Cost Benefit Analysis of Available Strategic Options.  Dan l-istudju kien ikkummissjonat mill-Kamra tal-Kummerċ Għawdxija  u  Transport Malta.

Il-Kamra tal-Kummerċ Għawdija qegħda fuq quddiem nett fl-isforz biex Għawdex ikun stuprat. Flimkien mal-PLPN iridu jerfgħu r-responsabbiltà għall-konsegwenzi.

X’sens jagħmel li żżid bi tlett darbiet il-moviment tal-karozzi Maltin fit-toroq Għawdxin? It-toroq Għawdxin jifilħu għal dan? Għandna nissagrifikaw il-kwalità tal-arja f’Għawdex ukoll?  Jagħmel sens li nesportaw il-problemi tat-traffiku minn Malta għal Għawdex?

It-tweġiba ovvja għal kull waħda minn dawn il-mistoqsijiet hi le. Bosta minnha huma konxji li t-toroq Għawdxin ma baqax fejn tqiegħed labra fihom u dan bħala riżultat tal-karozzi li diġa qed jaqsmu l-fliegu f’dan il-mument.

Anke fit-toroq Għawdxin hemm il-ħtieġa li jonqsu l-karozzi.  Diġa hemm wisq. Ma jagħmilx sens li jiżdiedu. Dan imur kontra dak kollu li jipprovdi l-pjan nazzjonali għat-trasport. Dan il-pjan japplika għal-Għawdex ukoll.

Is-servizz tal-fast-ferry service, jekk organizzat sewwa b’mod li jwassal in-nies f’punti differenti tul il-kosta Maltija, jibqa’ soluzzjoni tajba. B’hekk tkun assigurata mobilità sostenibbli bejn il-gżejjer.  Imma biex dan ikun effettiv, jeħtieġ ukoll transport pubbliku iffukat u faċilitajiet aħjar fil-port tal-iMġarr Għawdex. Dan jassigura mobilità aħjar b’impatt ambjentali sostanzjalment imnaqqas.  

Il-pjan nazzjonali għat-trasport, ippubblikat mill-Gvern Laburista jemfasizza l-ħtieġa li jonqsu l-karozzi mit-toroq tagħna. Il-proposta għal mina bejn Malta u Għawdex tikkontradixxi dan il-pjan. Għalfejn il-Gvern jieħu parir, iħallas għalih minn fondi pubbliċi u imbagħad jinjorah? Għaliex il-Gvern qiegħed kontinwament jinjora l-pjan tat-trasport tiegħu stess?

Jekk il-proġett tal-mina isseħħ, dan ser ikun il-kawża ta’ ħsara ambjentali sostanzjali kemm f’Malta kif ukoll f’Għawdex.  F’Malta ser jinqered il-villaġġ trogloditiku tal-Għerien fil-limiti tal-Mellieħa. F’Għawdex ser jinqered ammont mhux żgħir ta’ raba’ f’ Ta’ Kenuna, limiti tan-Nadur.

Hemm iktar soluzzjonijiet biex tkun indirizzata l-mobilità bejn Malta u Għawdex. Dan jirrikjedi li niffukaw fuq il-mobilità tan-nies. Jirrikjedi li nindirizzaw id-dipendenza li żviluppajna fuq il-karozza, kemm f’Malta kif ukoll f’Għawdex. Sakemm nieħdu d-deċiżjoni li nibdew nindirizzaw din id-dipendenza, kull soluzzjoni li nippruvaw, ftit tista’ tkun effettiva.  

Ilna nopponu l-proposta għall-mina sa mill-ewwel jum minn meta, madwar għaxar snin ilu, din ġiet proposta mill-Kamra tal-Kummerċ Għawdija bl-appoġġ tal-PLPN. Jekk inti ukoll ma taqbilx li issir din il-mina żomm quddiem għajnejk li huma biss membri parlamentari eletti f’isem ADPD li jistgħu jmexxu l-quddiem l-idejat tiegħek.  

Bl-appoġġ tiegħek nhar is-26 ta’ Marzu hu possibli li dan l-istupru li l-PLPN qed jippjanaw nevitawh.

ippubblikat fuq Illum: il-Ħadd 13 ta’ Marzu 2022

The rape of Gozo

The PLPN have elevated their strategy to accelerate the rape of Gozo to manifesto status. Unfortunately, they are supported in their endeavours by the likes of the Gozo Business Chamber which has just issued its key priority areas for the next legislature.

The tunnel below the Gozo Channel remains a priority on their books. To this they have now added a “rural airfield”. It seems that they want to ensure that their planned rape has maximum effect on Gozo.

The proposed tunnel is a tunnel for cars not for people.

The proposed Gozo tunnel is dependent on cars and other vehicles making use of it. It is these cars which will be subject to the payment of tolls. Maximising such vehicular use is crucial for the proposed tunnel to make any economic sense.

One of the studies carried out, which is in the public domain, had estimated that as a result of the proposed tunnel, the current daily movements of vehicles between Malta and Gozo would be trebled from 3000 daily movements to 9000 daily movements. The study entitled Establishing a Permanent Link between the Island of Gozo and Mainland Malta: An Economic Cost Benefit Analysis of Available Strategic Options was commissioned some years back by the Gozo Business Chamber together with Transport Malta.

The Gozo Business Chamber is in the front seat in this effort to rape Gozo. Together with the PLPN it has to shoulder responsibility for the consequences.

Does it make sense to treble the daily vehicle movements on Gozitan roads? Do Gozitan roads have that capacity? Should we sacrifice air quality in Gozo too? Does it make sense to export traffic problems from Malta to Gozo? The obvious answer to all these questions is a clear no. Most of us are aware that Gozitan roads are already bursting at the seams as a result of the number vehicles crossing over at this point in time.

Cars should be decreased on Gozitan roads too! There are already too many on the road. Increasing them exponentially is not on. This is the antithesis of the underlying theme of the National Transport Master Plan.

The fast-ferry service, suitably organised and servicing multiple destinations along the Maltese coast, is the potential long-term solution to ensure having a reasonable and sustainable mobility between the islands. In order for this to be effective, however, it has to be buttressed by a more focused public transport service and substantially improved port facilities at Mġarr Gozo. This will ensure better mobility with a much-reduced environmental impact.

The National Transport Master Plan published by this Labour administration advocates the need to reduce the number of cars on our roads. The proposal for the Gozo tunnel contradicts this objective. Why does government seek advice and then ignore it? Why does government repeatedly ignore its own Transport Master Plan?

If the tunnel materialises, it will result in significant environmental damage in both Malta and Gozo. On the Malta side it would include the obliteration of the troglodytic village at l-Għerien in the limits of Mellieħa. In Gozo it would ruin extensive agricultural holdings in the Ta’ Kenuna area, in the limits of Nadur.

There are other solutions which can adequately address the mobility between Malta and Gozo. It does however require thinking outside the box and focusing on the real issue: the sustainable mobility of people. This would require a bold initiative of addressing head-on car-dependency in both Malta and Gozo. Until we take the decision to start shedding our car- dependency, however, no solution can be really effective.

The Green Party has been opposing the proposal for an undersea tunnel continuously since it was first tabled by the Gozo Business Chamber and supported by the PLPN, around ten years ago. If you disagree with this tunnel proposal kindly note that it is only green members of parliament on the ADPD list that can represent your views.

Your support on the 26 March is essential to prevent this from happening.

Published in The Malta Independent on Sunday: 13 March 2022

Climate change requires behavioural change

Climate change is nature’s reaction to the cumulative impacts it has sustained as a result of human  behaviourover the years. Long periods of drought or intensive rainfall leading to flooding, longer periods of sunshine, extremes of temperature are all too familiar nowadays.

It has been emphasised time and again that we need to achieve carbon neutrality at the earliest. This signifies that the amount of carbon emissions resulting from our activities must be less than the carbon being stored in the various carbon sinks.

We must address each and every one of our activities as the carbon emissions from all of them, added up, will bring us closer to or further away from our targets.

Addressing climate change is a political issue. It involves policy decisions. If we intend to address climate change these political decisions should be complimentary and contribute to achieving the goal of mitigating climate change as well as addressing its causes.

The decision to substitute the Delimara power station running on heavy fuel oil with one using natural gas has contributed substantially to reducing Malta’s carbon emissions.

On the other hand, the current policy of encouraging the use of fuel guzzling cars and yachts pulls in the opposite direction. Increasing the capacity of our roads and planning new yacht marinas is not a positive contribution to addressing climate change. Yet it goes on, one decision after the other.

The decision to start the long road towards electrification of our roads was not linked with a decision to have a moratorium on new fuel stations. Why does current policy encourage new fuel stations when their operational days are clearly numbered?

It would be pertinent to point once more to the Transport Master Plan which emphasises that around 50 per cent of trips made with private cars in Malta are for short distances, taking up less than 15 minutes. Yet local and regional sustainable mobility is not encouraged. A behavioural change in our mobility patterns at a local and regional level could remove a substantial number of cars from our roads. Why is this not actively encouraged?

Transport policy is unfortunately not climate friendly. This needs to change the soonest if we are to make any headway in addressing climate change.

The carbon neutrality of our buildings is also of crucial importance in our climate change strategy. I have repeatedly emphasised the need of entrenching solar rights thereby ensuring that solar energy can be generated in more buildings. In addition, planning policy should establish that individual carbon neutral buildings have all the energy required for the use of the particular buildings generated on site. This would of necessity limit buildings to dimensions whose energy needs can be catered for through solar energy generated on site. This would limit building heights and substantially reduce the construction of penthouses.  Land use planning can contribute substantially to climate change mitigation!

The basic problem with climate change issues is that the link between our behaviour and the carbon cycle is not obvious or visible to the untrained eye. This makes it easier for those who seek to avoid or reduce the uptake of actions mitigating climate change.

We owe it to future generations to do all we can to address the accumulated impacts on the climate. Taming the present can ensure that there is a future.

published in The Malta Independent on Sunday : 23 January 2022

Il-metro: ħtieġa ta’ informazzjoni

Fi tmiem il-ġimgħa l-Gvern ħabbar il-posizzjoni tiegħu dwar il-Metro. Imma l-istudji li għandu ma ippubblikahomx.

Kif jista’ jkollna diskussjoni matura dwar il-proposta jekk il-Gvern iżomm għalih l-informazzjoni li għandu?

Naqblu dwaril-ħtieġa urġenti li l-pajjiż ikollu mezz ta’ transport tal-massa. Dan ilna ngħiduh bħalma ilna ngħidu lil-infieq massiċċ tal-Gvern fuq it-toroq ma solva xejn. Kien ħela ta’ flus. Anke l-konsulenti tal-Gvern qed jgħidu li minkejja l-infieq fl-infrastruttura tat-toroq għad għandna problem kbar.

L-issue l-kbira li teħtieġ diskussjoni hi dwar jekk il-metro jkunx taħt l-art inkella jekk ikunx prinċipalment f’livell tat-triq. Prinċipalment dan qed ngħidu minħabba l-iskart li ser ikun ġġenerat kemm-il darba l-metro jsir taħt l-art.

Jekk, kif indika l-Gvern, l-għażla tmur favur metro taħt l-art l-iskart ġġenerat ser jispiċċa radam fil-baħar, reklamazzjoni sfurzata. Aħna ma naqblux ma dan u jidhrilna li għandu jsir sforz biex dan ikun evitat.

L-għażla ta’ metro f’livell tat-triq [jeżistu ukoll sistemi hybdrid: metro/tramm] jelimna l-parti l-kbira tal-iskart, inaqqas iż-żmien tal-implimentazzjoni, inaqqas l-ispiża u jkun ta’ benefiċċju ambjentali ferm ikbar.

Fid-dawl ta’ dan hu meħtieġ li jkunu ppubblikati b’mod urġenti ir-rapporti u l-istudji kollha li saru u dan għax sa llum ftit li xejn ġiet ippubblikat informazzjoni li tista’ tkun ta’ għajnuna għad-diskussjoni pubblika. Il-logos u l-videos huma ‘PR’, mhux informazzjoni. Ma jistax ikollna diskussjoni matura dwar dawn il-proposti jekk  l-informazzjoni li għandu l-Gvern iżommha għalih u din tibqa’ moħbija mill-iskrutinju pubbliku.

Another fake consultation

Reading through the Green Paper entitled “Towards Cleaner Vehicles on Our Roads” it is evident that this consultation process is flawed. After being 4 years in the making, instead of proposing solutions it just asks questions which should have been answered by the Green Paper itself as part of the consultation process.

This is symptomatic of a government which has been continuously emitting conflicting signals on transport issues. The Green Paper recognises the obvious when it states that transport combustion emissions increased by 86 per cent over the period 1990-2018. The massive investment in unnecessary road infrastructure has been a major contributor in this respect, a point which is conveniently ignored by the Green Paper.

The proposed shift to cleaner vehicles on our roads is welcome, but on its own it is not sufficient. This measure will definitely reduce combustion emissions. It will however also shift the said emissions from our roads to the sources of the electrical energy used to electrify our roads. Knowing that government is planning to install a second interconnector to the Sicilian mainland for the supply of electricity it is clear that part of the emissions will be shifted 80 kilometres to the north, the rest to Delimara. It is still unclear how this will be reflected in the price we pay for electricity, as information on the matter is conveniently absent from the Green Paper.

The Green Paper rightly discusses the need to upgrade the skills of the technical personnel required in servicing and maintaining electric and hybrid vehicles. It also points towards the need for substantial investments in the infrastructure required particularly for charging points. However, it fails to address a number of points of controversy which require urgent resolution and should have been addressed through this consultation process.

The consumption of petrol and diesel is bound to decrease as a result of the drive towards the electrification of our roads. The rate of decrease of fuel consumption will depend on the manner in which the electrification exercise will proceed throughout the transition period. Why then has no moratorium been announced on the development and construction of new fuel stations? A number of controversial applications for fuel stations are still burdening the land use planning process when it should be crystal clear to all that in view of the electrification process, they will no longer be required. The consultation process is conveniently silent on the matter thereby encouraging unnecessary pressures on the planning process.

Simultaneously it is pertinent to point out that the sale of fuel contributes a substantial income to the exchequer which income will now slowly taper to near zero through the transition period. The Green Paper fails to volunteer information in this respect. How will this substantial income be substituted? Will the electrification process itself provide the substitute financial resources or will other areas of activity be tapped to make good? The amounts involved are substantial. In fact, the budgetary estimates for 2021 indicate a projected income of €154 million from excise duties on petroleum products. What are government plans for the substitution of this income? The Green Paper is once more completely silent on the matter.

The Green Paper refers to Low Emission Zones but it does not have the courage to make specific proposals. It is imperative that the transition period from now until the full electrification of our roads gradually adopts the identification of Low Emission Zones within which internal combustion engine vehicles will have a prohibited access. The Green Paper fails in this respect too.

The Green Paper refers to two studies which have been commissioned by the Cleaner Vehicles Commission on the electrification of our roads. These studies are not however available to inform this public consultation.

Notwithstanding having been announced four years ago, with ample time for preparation, this consultation process is deficient. It fails to address the basics: it fails to inform. It is a fake consultation.

published on The Malta Independent on Sunday : 20 June 2021

Greening: what really matters

A public consultation is currently under way relative to green roofs and green walls. A 42-page document entitled Green Paper on Greening Buildings in Malta: Initiatives for Green Walls and Roofs for Residential, Commercial, and Industrial Buildings was published, explaining the objectives to be attained. The encouragement of green roofs and green walls aims to contribute towards reaching the zero-carbon objective in 2050. 

I have no issue with greening walls and roofs where this is appropriate. However, notwithstanding all the good intentions, there is a risk that the predominant green produced is more plastic! Maybe they could, instead, start by respecting our existing green walls made up of the substantial number of trees being continuously uprooted by the Ministry for Transport!

My issue is with the artificiality of “environment policy” in Malta which concentrates and over-inflates on minor issues and then turns a blind eye to the issues that really matter.

Among the most pressing issues is that of the urgent need of greening transport policy: that is the need to ensure that mobility issues in the Maltese islands are addressed in a sustainable manner.

Two specific policy issues currently in hand need complete reversal.

The current massive investment of resources in roadbuilding is a blatant misuse of public funds as they place car-usage as the primary objective to be facilitated. It is pertinent to point, once more, towards the National Transport Master Plan 2025 which in crystal-clear language explains what’s wrong with transport policy in the Maltese islands.

The following extract is self-explanatory: “Improve integrated and long-term strategic planning and design: 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 actions to address the traffic problems existing now and in the future. This results in the Maltese traveller expecting that everyone else will change their travel habits so that they can continue to drive their car.” (page 88 of National Transport Master Plan 2025)

Greening transport policy in Malta essentially means addressing and reducing car ownership in order to substantially reduce private vehicles from our roads. In a small country such as ours, sustainable mobility cannot be achieved through private vehicles but through alternative transport. Everywhere is within reach. In fact, the Transport Master Plan emphasises that 50 per cent of the trips we make with private cars are for distances taking less than 15 minutes, meaning that such trips are local or regional in nature.

We need more public transport initiatives and less private cars on our roads instead of further extensions to the public road network through massive road infrastructural projects.

The proposed Gozo tunnel is likewise another unnecessary project. It is a tunnel which facilitates the use of private cars. The feasibility of the said project is tied to a substantial increase in car movements between the islands as it is the payment of fees levied on cars making the trip that pays for the tunnel project. The documentation projects an increase from 3000 to 9000 daily movements of vehicles, a threefold increase. Green walls and green roofs do not cancel out such irresponsible action.

Greening roofs and walls do not involve rocket science. There is no issue with the implementation of a policy encouraging green roofs and green walls although it would be quite useful if plastic use in such walls and roofs is reduced! But transport policy is contentious as it involves unpopular but essential decisions. Restraining the use of private vehicles is, of paramount importance. Coupled with more public transport improvements it will reduce cars on the roads, improve the quality of our air and reduce household expenses. Avoiding this decision will only make matters worse.

published in The Malta Independent on Sunday : 14 February 2021

Il-karozzi iddominaw ħajjitna

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Ippubblikat fuq Illum : 27 ta’ Diċembru 2020