Improving waste collection

Waste collection in our towns and villages does not cater for a modern 21st century European island state. It is approximately fifty years out of phase. It has not evolved with time to take into consideration modern day requirements.

The waste collection schedules do not cater for the needs of shift workers, of short-term tenants and small local businesses.

Local government governs at a local level. It takes decisions necessary in order to address the varying requirements of the community which it leads. Our local councils unfortunately do not have such an authority. Government (directly as well as through Wasteserv Malta Limited, the state waste operator) is continuously breathing down their necks such that they cannot plan and carry out waste collection differently and in an efficient manner.

A news item in the Malta Independent on Monday pointed at a proposal of the Local Councils’ Association on an alternative to the door-to-door waste collection in our towns and villages.

Our restricted pavements, as things stand, are during parts of the mornings cluttered with waste bags. In addition, they are also used for restaurant tables and chairs.  Possibly if there is enough space, pavements can also be used for the mobility of pedestrians! Vulnerable persons with different mobility disabilities and parents caring for young children are often at a loss in such situations. They are the first squeezed out of pavements!

It is within this context that the Local Councils’ Association has proposed a gradual shift from a door-to-door waste collection system to one where waste is deposited at specific collection points. The proposal is interesting even though it is not easily applicable in all localities. Specifically in village cores and in urban conservation areas there may not be sufficient space suitable for the development of the necessary infrastructure for the development of waste collection points. Our streets are already cluttered with services: drainage, water, electricity and communications! I believe that it will be slightly difficult to find adequate space for these collection points in some of our streets.

The proposal was submitted to government some months ago in response to the public consultation in hand on the Waste Management Strategy. It entails the identification of 13,000 collection points serving 250,000 households. It is envisaged that each household could possibly be within a 100-metre distance from a waste collection point.

I have discussed this proposal with Local Councils Association President Mario Fava who is very enthusiastic on its workability. Studies detailing the proposal have not to date been carried out locally but the method is practiced in a number of European cities.

Such a collection system could be the source of various benefits in our localities. Top of the list would be cleaner pavements and roads as a result of substantially reduced waste spillage. There would be less traffic congestion and obstruction as a result of not having a waste collection vehicle doing the rounds at a speed of 5 kilometres per hour through the streets of our towns and villages. In addition, greenhouse gas emissions from fuel consumption by waste collection vehicles would be substantially reduced. (Electrification of waste collection vehicles could likewise attain the same objective of greenhouse gas emission reduction.)

The next step should be a pilot project in a number of localities as a result of which the required infrastructural improvements should be identified and implemented for a selected number of waste collection points. Such a pilot project should not only consider the workability of the proposed alternative. It should also seek to address how those facing mobility difficulties can cope and what assistance would be required to ensure that they will eventually benefit from the proposed improvement to the waste collection system.

The new waste management strategy is long overdue. I hope that when finalised it will recognise that local councils, both individually as well as through their association are fully capable of planning and delivering the services which our towns and villages require in this day and age. They should not be obstructed from functioning as a local government.

published in The Malta Independent on Sunday : 26 September 2021

Lejn mobilità sostenibbli

Illum indirizzajna konferenza tal-aħbarijiet dwar il-politika tat-Trasport.

L-argument ewlieni tagħna hu li l-proġetti massiċċi ta’ toroq huma ħela ta’ flus.

Jgħidulna li huma meħtieġa biex tkun indirizzata l-konġestjoni tat-toroq.

Ma jgħidux li bħala riżultat qed jispiċċaw jiżdiedu l-karozzi fit-toroq u fi ftit ta’ żmien ieħor nerġgħu nispiċċaw koppi. Kull ma qed jiġri hu li l-problema qed tkun mixħuta fil-futur, biex tiżdied mal-problemi l-oħra li qed jintefgħu f’ħoġor il-ġenerazzjonijiet futuri.

Bil-ħidma tal-Gvern qed ikun indirizzat l-effetti li jidhru, u mhux il-kawża tal-problemi: konġestjoni u tniġġiż.

Il-kawża tal-problemi mhumiex it-toroq imma in-numru ta’ karozzi li dejjem jiżdiedu, meta fir-realtà hu possibli li ngħaddu mingħajrhom kieku l-Gvern u l-biżibilju awtoritajiet jindenjaw ruħhom jaħdmu bis-sens.

Iċ-ċokon tal-pajjiż hu l-ikbar vantaġġ li għandna fejn jidħol it-trasport. Il-fatt li kważi kullimkien hu viċin, tefa’ ta’ ġebla l-bogħod għandu jagħmilha iktar faċli li nindirizzaw il-problemi tagħna ta’ mobilità b’mod li jkollna politika ta’ trasport effettiva u sostenibbli.

L-istrateġija tat-trasport, infassla minn dan il-Gvern stess, tagħmel l-iktar osservazzjonijiet bis-sens.

Tgħidilna li nofs il-vjaġġi bil-karozzi privati huma għal distanzi qosra, b’medja ta’ 5.50 kilometri u li jdumu inqas minn kwarta. Din l-osservazzjoni turina li anke kieku kellna nindirizzaw biss dawn il- 50% tal-vjaġġi diġa nimxu pass ta’ ġgant lejn soluzzjoni. Biex nagħmlu dan hu meħtieġ investiment fl-infrastruttura lokali u reġjonali. Dan waħdu għandu l-potenzjal ta’ tnaqqis ta’ karozzi mit-toroq.

Mina : rovina

Il-mina proposta bejn Malta u Għawdex, għal darba oħra qegħda fl-aħbarijiet.

Waqt konferenza stampa, iktar kmieni matul il-ġimgħa, kelliema tal-PN fissru kif jaħsbuha dwar il-mina proposta bejn Malta u Għawdex. Bħas-soltu jippruvaw jogħġbu liż-żewġ naħat (favur u kontra l-mina), din id-darba bil-proposta ta’ referendum dwar jekk il-mina għandhiex issir jew le.

Kieku kellu jseħħ referendum ta’ din ix-xorta, dan għandu jinvolvi lil kulħadd, u mhux biss lill-Għawdxin. Dan billi l-impatti negattivi tal-mina, jekk isseħħ, ser jolqtu liż-żewġ naħat tal-fliegu: kemm f’Malta kif ukoll f’Għawdex.  

Mid-dettalji li nafu s’issa dwar il-mina, hu magħruf li f’Malta din ser tibda minn ħdejn l-Għerien, villaġġ ċkejken, villaġġ trogloditiku fil-limiti tal-Mellieħa. Kif jixhed ismu dan il-villaġġ hu parzjalment fl-għerien, fejn kienu jgħixu uħud mill-ewwel abitanti f’dawn il-gżejjer. Riżultat tat-tħaffir għall-mina dan il-villaġġ ser jinqered kompletament. F’Għawdex, min-naħa l-oħra, l-mina tibda fl-inħawi Ta’ Kenuna, fil-limiti tan-Nadur b’impatt qawwi u negattiv fuq il-biedja lokali.  

Tajjeb li neżaminaw mill-ġdid uħud mill-argumenti għala mhemmx ħtieġa ta’ mina li kull ma ser iġġib hu rovina.  

Il-mina proposta bejn Malta u Għawdex ser tkun tiddependi mill-karozzi w inġenji oħra li għax jagħmlu użu minnha jħallsu. Biex il-mina tagħmel sens ekonomiku n-numru ta’ karozzi u inġenji li jagħmlu użu mill-mina jrid ikun wieħed sostanzjali.  F’wieħed mill-istudji li saru u li hu pubbliku kien hemm estimu li l-moviment ta’ karozzi u inġenji oħra bejn Malta u Għawdex jiżdied bi tlett darbiet, minn tlett elef kuljum għal disat elef 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 u kien ikkummissjunat mill-Kamra tal-Kummerċ Għawdxija flimkien ma’ Transport Malta.

Jagħmel sens li l-karozzi li kull jum jiżdiedu fit-toroq Għawdxin jiżiedu bi tlett darbiet? 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, dan ma jagħmilx sens. Bosta minna huma konxji li anke illum, it-toroq Għawdxin diġa ma jifilħux għat-traffiku li jiġi minn Malta kuljum.

Is-servizz tal-katamaran (fast-ferry service) li riċentement beda jitħaddem għandu l-potenzjal għal soluzzjoni fit-tul biex tkun indirizzata b’mod raġjonevoli l-mobilità sostenibbli bejn il-gżejjer.  Imma dan is-servizz, waħdu, mhux biżżejjed, jeħtieġ li jkun rinfurzat mis-servizz tat-trasport pubbliku kif ukoll minn faċilitajiet aħjar fil-port tal-Imġarr Għawdex.

Mid-dibattitu tul ix-xhur qed tissaħħaħ l-idea li minbarra r-rotta diretta bejn l-Imġarr u l-Port il-Kbir jista’ jkun utli li jkun hemm xi waqfiet. Din hi proposta li tajjeb li tkun ikkunsidrata, imma irridu noqgħodu attenti li din ma tkunx skuża li warajha tinħeba strateġija biex jiżdied l-iżvilupp mal-kosta, b’mod partikolari dawk il-partijiet tal-kosta li għadhom mhux mittiefsa. Ikun tajjeb li nillimitaw ruħna għall-infrastruttura kostali eżistenti.

L-iżvilupp tas-servizz tal-katamaran, b’dan il-mod, mhux biss iwassal għal ħolqa effiċjenti u permanenti bejn il-gżejjer. Iwassal ukoll għal tnaqqis ta’ karozzi mit-toroq tagħna, kemm f’Malta kif ukoll f’Għawdex.  

Il-mina proposta mhiex soluzzjoni, hi problema, iġġib rovina. Nistgħu nsolvu l-problemi ta’ mobilità bis-sens komun. Is-servizz tal-katamaran hi waħda minn dawn is-soluzzjonijiet: issolvi problema illum mingħajr ma tgħabbi l-ġenerazzjonijiet futuri.  

ippubblikata fuq Illum : 8 t’Awwissu 2021

The Gozo tunnel white elephant

The Gozo tunnel issue is once more on the agenda. It forms part of the Father Christmas politics of the Nationalist and the Labour Party.

At a press conference earlier during the week, spokespersons on behalf of the PN put forward their arguments on the Gozo tunnel, as usual trying to straddle both sides of the debate through a proposal for a referendum as to whether the tunnel should proceed or not!

If such a referendum were to take place it should involve everyone and not just Gozitans, as the proposed tunnel will have considerable (negative) impacts on both sides of the Channel.

The details of the proposed tunnel, as known to date, signify that the tunnel will have a Malta starting point close to the troglodytic hamlet at l-Għerien in the limits of Mellieħa which hamlet would, as a result, be completely obliterated. At Gozo the tunnel will start at Ta’ Kenuna, within the limits of Nadur impacting considerably the agricultural community in the area.

It would be pertinent however to reiterate some of the arguments as to why we do not need another white elephant.

The proposed Gozo tunnel is dependent on cars and other vehicles making use of it, consequently paying the relevant 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 the current daily movements of vehicles between Malta and Gozo should 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 by the Gozo Business Chamber together with Transport Malta.

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 vehicles crossing over at this point in time.

The fast-ferry service, recently commencing operation is the potential long-term solution to having a reasonable and sustainable mobility between the islands. It has however to be buttressed by a more focused public transport service and better port facilities at Mġarr Gozo.

The debate over the months has suggested that in addition to a direct Mġarr-Valletta-Mġarr route one could consider intermediate stops on the coast along the route. This is an option worth considering in some depth. Care should however be taken that this would not increase development along the coast, particularly in those stretches of the coast which are still in an almost natural state. The preference for establishing intermediate stops should go for existing coastal infrastructure which could be improved.

The further development of the fast-ferry service would thus not only lead to a permanent efficient link between the islands, but also to a considerable reduction of cars from our roads on both sides of the Channel.

The proposed tunnel is not a solution, it is a problem. We can solve our mobility problems by opting for common sense solutions. The fast-ferry service is one such solution: it solves today’s problem without burdening future generations.

published in The Malta Independent on Sunday : 8 August 2021

Il-politika dwar l-iżvilupp sostenibbli

Il-politika dwar l-iżvilupp sostenibbli hi materja li għandha tkun f’idejn il-Prim Ministru minħabba li tmiss ma’ kull qasam tal-politika. Hu interessanti li għal darba oħra r-responsabbiltà politika għall-iżvilupp sostenibbli reġgħet ġiet lura Kastilja, f’ħoġor il-Ministru Karmenu Abela, li nħatar Ministru fl-Uffiċċju tal-Prim Ministru. Sal-lum dan rari seħħ ħlief għall-perjodu qasir li fih Mario Demarco kien Segretarju Parlamentari għat-Turiżmu u l-Ambjent.

Robert Abela mhuwiex l-ewwel Prim Ministru li emfasizza l-ħtieġa li jingħata iktar importanza lill-iżvilupp sostenibbli. Ħadd minnhom, imma, ma rnexxielu!

It-terminu “żvilupp sostenibbli” huwa l-iktar wieħed mit-termini fid-dizzjunarju politiku li huma użati ħazin. Il-lingwaġġ politiku użat kważi qatt ma jasal biex ifisser u jispjega li l-politika dwar l-iżvilupp sostenibbli hi politika li tħares fit-tul: li kontinwament, huma u jittieħdu d-deċiżjonijiet, tagħti każ il-ġenerazzjonijiet futuri.

Il-gvernijiet ma jagħtux importanza biżżejjed lill-iżvilupp sostenibbli għax din m’hiex biss dwar illum imma hi ukoll dwar għada. Hi dwar kif il-ħidma tal-lum teħtieġ li issir b’mod li ma jkunx ippreġudikat għada u l-ġenerazzjonijiet futuri. Għada min rah? L-interess ta’ bosta minnhom iwassal sa ħames snin, jiġifieri sal-elezzjoni ġenerali li jmiss.

Dan hu punt li saħqet dwaru Gro Harlem Brundtland, Norveġiża u soċjalista demokratika li kienet Prim Ministru ta’ pajjiżha. Fir-rapport li hi ħejjiet għall-Ġnus Magħquda snin ilu dwar l-ambjent u l-iżvilupp, intitolat Our Common Future, emfasizzat li “Naġixxu b’dan il-mod għax nafu li mhu ser jiġri xejn: il-ġenerazzjonijiet futuri ma jivvutawx; m’għandhomx poter politiku jew finanzjarju; ma jistgħux jeħduha kontra d-deċiżjonijiet tagħna.”

Il-politika dwar l-iżvilupp sostenibbli mhix biss dwar l-ambjent: hi dwar kif inħarsu b’mod integrat lejn il-politika ambjentali, ekonomika, soċjali u kulturali. Tfisser li l-ħidma tagħna jeħtieġ li tħares fit-tul u li simultanjament trid tkun kompatibbli man-natura, l-ekonomija, l-iżvilupp uman u l-kultura tagħna.

L-iżvilupp sostenibbli hu dwar kif nistgħu f’kull ħin inkunu f’armonija ma’ dak li aħna mdawrin bih. Il-ħin kollu, u mhux biss meta jaqbel. Tirrikjedi s-sinkronizzazzjoni tal-politika kulturali, soċjali, ambjentali u ekonomika. Għax il-ħarsien tad-dinjità umana, l-apprezzament tal-wirt kulturali u l-ħarsien ambjentali huma essenzjali daqs l-iżvilupp ekonomiku.

Fil-qafas globali, kif ukoll Ewropew, il-politika dwar l-iżvilupp sostenibbli tfisser ukoll l-implimentazzjoni tal-miri dwar l-iżvilupp sostenibbli approvati mill-Ġnus Magħquda: 17-il mira imfissra f’169 oġġettiv. Din hi l-Aġenda Globali 2030 li dwarha l-Unjoni Ewropea ħadmet ħafna biex tkun maqbula mill-komunità internazzjonali. Filwaqt li l-Aġenda 2030 hi importanti kollha kemm hi, partijiet minnha għandhom importanza ikbar għalina f’Malta.

Ħu, per eżempju, l-immaniġjar tal-ilma. Hu essenzjali li nifhmu li huwa meħtieġ li r-riżorsa tal-ilma nieħdu ħsiebha sewwa u li l-użu li nagħmlu minnha jkun wieħed sostenibbli. Sfortunatament, sal-lum, l-immaniġjar tal-ilma f’Malta huwa kkaratterizzat minn doża mhux żgħira ta’ inkompetenza. Hemm aċċess kważi bla kontroll għall-ilma tal-pjan filwaqt li kwantità kbira ta’ ilma tax-xita jintrema l-baħar: kemm direttament permezz tal-mini li tħaffru għal dan l-iskop kif ukoll permezz tas-sistema tad-drenaġġ. Ir-regoli dwar il-ġbir u l-ħażna tal-ilma tax-xita applikati mill-awtoritajiet għal bini u żvilupp ġdid ħafna drabi mhumiex osservati. L-awtoritajiet ftit li xejn jagħtu kas.

Il-politika dwar it-transport hi qasam ieħor fejn l-ippjanar li ma jħarisx fit-tul jeħtieġ li jkun sostitwit billi tkun applikata l-politika ta’ żvilupp sostenibbli. Il-Pjan Nazzjonali tat-Trasport, li jibqa’ fis-seħħ sal-2025, jiġbdilna l-attenzjoni tagħna li nofs il-vjaġġi li nagħmlu bil-karozzi privati jdumu inqas minn kwarta. Dan jindika li inizjattivi biex ikun imrażżan it-traffiku fuq livell lokali u reġjonali jista’ jindirizza b’mod effettiv il-konġestjoni tat-traffiku fit-toroq tagħna bil-vantaġġ doppju ta’ titjib fil-kwalità tal-arja fejn din hi l-iktar meħtieġa.

Il-Pjan Nazzjonali tat-Transport jgħidilna li f’dan il-qasam, tul is-snin, ftit li xejn ħarisna fit-tul. Dan wassal, jgħidilna l-pjan, għal nuqqas ta’ direzzjoni strateġika u bħala riżultat ta’ dan żviluppajna l-inkapaċità li jkunu indirizzati materji diffiċli bħalma hi dik li tikkonċerna t-tnaqqis tal-karozzi privati. Min-naħa l-waħda għandna dan il-ħsieb sostenibbli dwar l-ippjanar tat-trasport, imma imbagħad min-naħa l-oħra l-Gvern ġie jaqa’ u jqum u għaddej bi programm ta’ nfieq sostanzjali fl-infrastruttura tat-toroq bl-iskop li tiżdied il-kapaċità tagħhom u bil-konsegwenza li d-dipendenza tagħna fuq il-karozzi tibqa’ tiżdied.

Dan kollu żejt fil-bażwa għax ġie ippruvat tul is-snin, bi studji li saru f’diversi pajjiżi, illi l-iżvilupp tas-sistema tat-toroq ma tnaqqasx il-konġestjoni tat-traffiku, imma isservi biss biex il-problema tkun posposta inkella tiċċaqlaq minn żona għall-oħra.

L-affarijiet huma agħar fil-qasam tal-ippjanar għall-użu tal-art. Gvernijiet suċċessivi wrew li ma kienux kapaċi jrażżnu l-iżvilupp esaġerat. B’wiċċ ta’ qdusija artifiċjali t-tmexxija politika tiddeskrivi lilha nnifisha bħal ħbieb tan-negozji (business friendly) inkella, kif smajna din il-ġimgħa ħbieb tas-suq (market friendly) u dan biex jippruvaw jiġġustifikaw in-nuqqas ta’ azzjoni adegwata. Qalulna li l-industrija tal-bini tant ħolqot impjiegi li qed tikkontribwixxi b’mod effettiv għal titjib fil-kwalità tal-ħajja.

Imma, kif bla dubju nafu lkoll, l-industrija tal-kostruzzjoni kienet fuq quddiem nett tkattar il-ħsara lill-pajjiż permezz ta’ żvilupp esaġerat bil-pretensjoni li l-ħsara ambjentali ikkawżata minnhom nagħmlu tajjeb għaliha aħna, l-bqija. Sfortunatament, ġew mgħejjuna minn gvernijiet suċċessivi li kontinwament fittxew kif jagħmluhielhom iktar faċli biex igawdu l-frott ta’ ħidmiethom. L-ippjanar tal-użu tal-art kif ipprattikat f’pajjiżna mhux sostenibbli u iktar ma jkun imrażżan malajr, ikun aħjar għal kulħadd.

In-nuqqas tal-politika għall-iżvilupp sostenibbli tinħass prattikament fl-oqsma kollha. Jeħtieġ li llum qabel għada nħarsu fit-tul f’kull deċiżjoni li tittieħed. Kien pass tajjeb, pass ‘l-quddiem li r-responsabbilta politika għall-iżvilupp sostenibbli marret lura f’Kastilja, fl-Uffiċċju tal-Prim Ministru. Imma dan għandu jkun biss l-ewwel pass. Il-bidu, segwit minn hafna iktar passi.

Ippubblikat fuq Illum : il-Ħadd 19 ta’ Jannar 2020

The politics of sustainable development

The politics of sustainable development is a matter for the Prime Minister’s direct consideration as it is wide-ranging and concerns all areas of policy.

It is quite interesting that once more sustainable development has taken up residence at Castille, being the responsibility of Minister Carmelo Abela, who has been appointed as a Minister within the Office of the Prime Minister. This was very rarely the case to date except in the short period during which Mario de Marco was Parliamentary Secretary for Tourism and the Environment.

Robert Abela is not the first Prime Minister who has emphasised the need to give much more importance to sustainable development. To date, however, none of them has delivered.

Sustainable development is one of the most abused and mis-used terms in the political lexicon. Political discourse continuously fails to project the politics of sustainable development as having a long-term view and continuously factoring future generations in the decision-taking process.

Governments do not give sufficient importance to sustainable development as this is not just about today. It is rather about how today’s activity should not prejudice tomorrow and future generations. This is not sufficiently on the radar of today’s politicians. Their interest, generally, does not span more than five years: that is until the next general election.

This is a point underlined by former Norwegian social democrat Prime Minister Gro Harlem Brundtland in her seminal UN Report Our Common Future who emphasised that “We act as we do because we can get away with it: future generations do not vote; they have no political or financial power; they cannot challenge our decisions.

The politics of sustainable development is not just a matter of environmental concern: it involves a holistic consideration of environmental, economic, social and cultural policy. It signifies that our actions must have a long-term view and be simultaneously compatible with the forces of nature, the economy, human development and our culture.

Sustainable development is about living in harmony with all that surrounds us, at all times, not just when it suits us. It requires the synchronisation of cultural, social, environmental and economic policy. Shielding human dignity, appreciating our culture and environmental protection are as essential as economic development.

Within a global and EU framework the politics of sustainable development also involves following and implementing the UN Sustainable Development Goals: 17 goals and the associated 169 targets. This is the global 2030 Agenda to which the European Union contributed substantially. While the whole 2030 Agenda is important, some aspects of it are relatively more important on a local level.

Consider water management, for example. It is imperative that we realise that we need to manage our water resources in a sustainable manner. To date gross incompetence has characterised water management in Malta. Access to the water table is still substantially a free for all, while storm water is mostly dumped into the sea, either directly or through the public sewer system. Rules for rainwater harvesting within the framework of land use planning are more honoured in the breach, without the authorities taking the minimum of enforcement action.

Transport policy is another area where short-term planning needs to give way to the politics of sustainable development. The National Transport Master Plan which runs until 2025 draws our attention that 50 per cent of private car journeys involve trips that are shorter than 15 minutes. This indicates that taking initiatives to reduce vehicular traffic at a local and regional level would be of considerable help in addressing road congestion and improving air quality where it matters most.

The National Transport Master Plan emphasises that the approach to transport planning and policy in Malta has, to date, generally been short-term in nature. This “has resulted in the lack of strategic direction and the inherent inability to address difficult issues such as private vehicle restraint.” On the one hand we have this “written” sustainable approach to transport policy, yet on the other hand government has embarked on an unsustainable spending spree of infrastructural development to increase the capacity of our roads, as a result ensuring that car-dependency continues unabated.

Addressing traffic congestion through expanding the road network only results in shifting the problem: either physically to another area, or else moving it in time.

The cherry on the cake is land use planning. Successive governments have been unable to restrain overdevelopment.

Sanctimoniously they describe themselves as being business friendly or market friendly to try and justify their lack of adequate action. The building industry, we are repeatedly told, creates so much jobs that it “contributes to the quality of life”.

As we are all well aware the construction industry has been a major force in ruining this country through over-development and through expecting us to foot their environmental bills. Unfortunately, they have been aided by successive governments who continuously seek ways to make it easier for the industry to plunder their way through. Land use planning is clearly unsustainable and the sooner it is restrained the better for all.

Sustainable development is conspicuous by its absence in practically all areas of policy. The politics of sustainable development still needs to be ingrained in the day-to-day policy-making structures. Assigning political responsibility for sustainable development to a Minister in the Office of the Prime Minister could be a good first step forward. However, there is still a long way to go.

published in the Malta Independent on Sunday : 19 January 2020

L-iżbilanċ ambjentali

L-iżbilanċ ambjentali qiegħed dejjem jiżdied. Fid-diskors twil iżżejjed tiegħu meta ħabbar il-Baġit, il-Ministru tal-Finanzi Edward Scicluna dan il-fatt ma jagħtix kas tiegħu.

L-iżviluppaturi tal-propjetà, permezz tal-assoċjazzjoni tagħhom l-MDA esprimaw is-sodisfazzjon tagħhom dwar Baġit li għal darba oħra aċċetta l-proposti tagħhom biex l-iskemi ta’ inċentivi dwar tnaqqis ta’ taxxi marbuta max-xiri tal-propjetà jkunu estiżi. Il-Baġit jippreżenta dawn il-proposti b’libsa ta’ proposti soċjali. Fir-realtà huma miżuri kontra l-ambjent għax għandhom impatt dirett fuq iktar żvilupp ta’ art kif ukoll fuq l-intensifikazzjoni tal-iżvilupp fiż-żoni urbani tagħna.

It-turiżmu tal-Cruise liners huwa mfaħħar fid-diskors tal-Baġit. Il-Ministru Scicluna jentużjażma ruħu ftit iżżejjed meta jħabbar fid-diskors tiegħu li l-industrija tal-cruise liners f’Malta kibret b’75% tul dawn l-aħħar sitt snin. Il-Ministru Scicluna, probabbilment mhux konxju biżżejjed li l-industrija tal-cruise liners hi kontributur mhux żgħir fil-kontaminazzjoni tal-kwalità tal-arja.

Jeżistu diversi studji dwar l-impatti ambjentali tal-cruise liners fl-ibħra internazzjonali. Il-materja kienet mistħarrġa ukoll minn għaqda ambjentali lokali bl-għajnuna ta’ għaqda ambjentali Ġermaniża. Il-kampjuni tal-arja li ħadu mill-inħawi tal-Port il-Kbir jindikaw preżenza mhux żgħira ta’ partikoli mikroskopiċi fl-arja li qed jispiċċaw fil-pulmun ta’ dawk li jgħixu, jaħdmu inkella sempliċiment jgħaddu mil-lokalitajiet madwar il-Port il-Kbir. Bla dubju l-istess ħaġa insibuha f’Birżebbuġa bħala riżultat tal-operazzjonijiet tal-Port Ħieles.

Biex dan ikun indirizzat, soluzzjoni possibli tkun l-introduzzjoni ta’ obbligu li l-vapuri jagħmlu użu minn elettriku ġġenerat fuq l-art meta dawn ikunu mal-moll. Dwar dan diġa saru studji preliminari. L-istudji, iżda, mhumiex biżżejjed. Jirrikjedu ukoll id-disponibilità għall-azzjoni – disponibilità li presentement ma teżistix. L-istudju dwar il-Port il-Kbir sar fl-2014 filwaqt li dak dwar Birżebbuġa sar fl-2018. Dwar dan kollu d-diskors tal-Baġit hu sieket.

Il-Gvern għadu ma ħabbarx id-data li minnha ‘l-quddiem mhux ser ikun possibli li jkunu impurtati f’Malta karozzi li jaħdmu bil-petrol jew bid-diżil. Ġejna nfurmati li din id-data tista’ titħabbar fl-2020. It-tfassil tal-istrateġija tal-Gvern f’dan il-qasam qed tieħu fit-tul biex tieħu sura meta kien il-Prim Ministru nnifsu li ħabbarha iktar minn sentejn ilu. Ma hemm l-ebda serjetà fil-mod kif din l-istrateġija qed tkun imfassla. Il-materja mhix biss dwar li ma nimpurtawx iktar karozzi li jaħdmu bil-petrol jew bid-diżil.

Tinvolvi ukoll l-interess esaġerat kurrenti fl-iżvilupp ta’ pompi tal-petrol ġodda f’diversi inħawi ta’ Malta. Għax xi ħtieġa hemm għal iktar pompi tal-petrol meta d-deċiżjoni dwar l-elettrifikazzjoni tat-trasport privat qiegħed wara l-bieb? Moratorju immedjat dwar l-iżvilupp ta’ pompi tal-petrol ġodda kienet tkun deċiżjoni tajba u f’waqtha, meta hu aċċettat minn kulħadd li ma hemmx użu għalihom!

Il-Baġit, ifaħħar u jiftaħar bl-investiment massiċċ fl-infrastruttura tat-toroq. B’mod partikolari dwar mini jew fly-overs li x-xogħol dwarhom għaddej inkella qiegħed fi stadju avvanzat ta’ ippjanar.

Il-ġustifikazzjoni għal dan, minn dikjarazzjonijiet diversi li saru matul ix-xhur li għaddew, hi, biex tkun indirizzata l-konġestjoni tat-traffiku. Studji li saru madwar id-dinja kollha repetutament żvelaw li dawn it-tipi ta’ żviluppi fl-infrastruttura tat-toroq inevitabilment twassal għal-iktar traffiku.

Il-Minstru dan kollu jinjorah u jibqa’ jinsisti li jarmi daqstant miljuni ta’ ewro. Apparti li jgħarbel ftit l-esperjenza f’pajjiżi oħra, l-Onor. Ministru għandu jikkonsulta ruħu wkoll mal-Master-Plan għat-Trasport li tfassal taħt id-direzzjoni tal-Gvern li minnu jifforma parti u li b’mod mill-iktar ċar ifisser kif it-tnaqqis tal-karozzi privati mit-toroq tagħna hu għan essenzjali. Il-Ministru għall-Finanzi għandu jfittex li jkun jaf l-għaliex il-Gvern jitlob il-pariri u mbagħad dawn ikunu injorati.

Fl-aħħar il-Gvern irrealizza li hemm ħtieġa ta’ strateġija għal Green New Deal. Din hija strateġija li tindirizza l-impatti tat-tibdil fil-klima b’mod sostenibbli: ekonomikament, ekologikament u soċjalment. Imma biex strateġija ta’ dan ix-xorta tkun tagħmel sens, il-Gvern għandu, l-ewwel u qabel kollox iżarma l-istrateġiji li diġa għandu u li huma dijametrikament opposti għall-Green New Deal.

Ma jagħmilx sens, per eżempju, li filwaqt li l-Gvern repetutament jiddikjara ruħu favur il-ħtieġa tal-ħarsien ambjentali, imma mbagħad kontinwament joħroġ inċentivi biex jinkoraġixxi is-suq tal-propjetà. Lanqas ma jagħmel sens li jibqa’ għaddej bil-programm intensiv tal-iżvilupp tal-infrastruttura tat-toroq jew li jibqa’ għaddej bil-pjani dwar l-iżvilupp tal-mina bejn Malta u Għawdex li inevitabilment ser isservi biex iktar karozzi jaqsmu bejn il-gżejjer b’faċilità.

Flok l-għotjiet għax-xiri tal-batteriji għall-ħażna tal-elettriku ġġenerat mill-pannelli fotovoltajiċi kien ikun ferm aħjar kieku l-Gvern jagħti bidu għal investiment massiv biex ikun assigurat li s-sistema tad-distribuzzjoni tal-elettriku titjib għax hu b’dan li jista’ jkun aċċertat illi fid-djar tagħna jkun possibli li niġġeneraw iktar elettriku mix-xemx. In-nuqqas ta’ miżuri effettivi biex tkun iġġenerata iktar enerġija minn sorsi rinovabbli juru kemm mhu veru xejn li l-Gvern hu kommess favur t-tfassil u l-implimentazzjoni ta’ strateġija dwar il-Green New Deal.

Il-Ministru tal-Finanzi qed jgħaddina biż-żmien meta f’nifs wieħed jinsisti jitkellem dwar Għawdex bħala gżira ekoloġika filwaqt li jibqa’ jinsisti fuq “ħtieġa” għall-mina bejn il-gżejjer. Mina li ser taċċellera l-ħsara ambjentali fil-gżira Għawdxija.

L-iżbilanċ ambjentali qed jikber kontinwament, bla ebda kontroll ta’ xejn.

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

 

The environmental deficit

The environmental deficit is still rising and  the long-winded Budget speech by Finance Minister Edward Scicluna last Monday did not address it.

Through the MDA, their association, property developers have expressed satisfaction at the Budget as, once more, it has taken up their proposals intended to further extend tax incentive schemes linked to the purchase of property. The budget presents these measures as being of a social nature when, in fact, that are anti-environmental measures because their direct impact is the take-up of more land as well as additional pressure on the intensification of the development of our urban areas.

Cruise liner tourism comes in for substantial praise in the Budget speech. Minister Scicluna was over-enthusiastic in announcing that there has been a 75 per cent  increase in the cruise liner industry in Malta over the last six years. He may not be sufficiently aware that the cruise liner industry is a substantial contributor to the degradation of air quality. Various studies have been carried out on the environmental impacts of cruise liners on the high seas and the subject has also been studied by a local environmental NGO with the support of their German counterparts.

Their studies revealed that air samples taken from the Grand Harbour area indicte the presence of a high level of microscopic particulate matter, which is ending in the respiratory systems of those living, working or passing through this area. Similar issues undoubtedly exist in Birżebbuġa as a result of the operations of the Freeport.

A possible solution to address this problem  is the introduction of a compulsory shore-to-ship electricity supply – in respect of which preliminary studies have already been carried out. The studies, however, are not enough. They require a commitment to act – a commitment is currently non-existent. The studies date back to 2014 in respect of the Grand Harbour and to 2018 in respect of Birżebbuġa.

The government has not yet announced the cut-off date for the importation of cars running on petrol and diesel. We were informed that it may be announced some time in 2020. The government strategy in this respect is taking too long too formulate – given that it was announced by the Prime Minister over two years ago.

There is alack of seriousness about the manner in which this issue is being addressed. It  does not just involve determining when no more vehicles running on petrol or diesel will be imported; it also involves the current acute interest in the development of new fuel service stations in various parts of the island. Why do we need such fuel service stations if electrification of private transport is around the corner? An immediate moratorium on the development of new fuel service stations would have been quite appropriate, given that it is accepted by one and all that there will be no use for them!

In addition, the budget praises the heavy investment in road infrastructure, in particular the construction fly-overs and tunnels, the construction of which are either already in hand or else at an advanced state of planning. The justification for this, as has been made through various statements over the months, is to address the ever-increasing traffic congestion.

Studies carried out all over the world have repeatedly revealed that such developments in the road infrastructure inevitably leads to more traffic. Minster Scicluna ignores this experience from other countries and keeps insisting in channelling millions of euros down the drain. He should consult the Transport Master-Plan, drawn up under the direction of his own government, which clearly lists the reduction of the number of vehicles on our roads as an essential objective. The Finance Minister should query why his government commissions experts for their advice which it then ignores.

The Government has, at last realised that it needs a ‘Green New Deal’ strategy – a strategy which addresses the impacts of climate change sustainably, economically, ecologically and socially. But for such a strategy to make sense, it should first dismantle its existing strategies which are in direct opposition to a ‘Green New Deal’.

It does not make sense, for example, for the Government to declare the need to protect the environment and then hands out all sorts of incentives to encourage the property market. Nor does it make sense to keep to its programme of intensive development of the road infrastructure, or to keep pushing for the development of a tunnel between Malta and Gozo, which will only serve the free movement of more cars between the islands.

Instead of grants for batteries to store electricity generated through solar panels, it would have been much better had the Government embarked on a massive investment to ensure a better distribution network of electricity, as this would – of itself – increase the potential for the generation of more renewable energy by households. The lack of effective measures to generate more energy from renewable sources clearly shows that Government is not really committed to drafting and implementing a real ‘Green New Deal’ strategy.

The Minister of Finance is taking everybody for a ride when, on the one hand he speaks of Gozo as an ecological island and then, on the other, keeps insisting on the ‘need’ for a tunnel between the islands, – which will only serve to accelerate the environmental degradation of Gozo.

The environmental deficit is clearly out of control.

 

published on The Malta Independent on Sunday 20 October 2019

Turiżmu li jagħti kas lin-nies

Id-dibattitu dwar l-impatti tat-turiżmu hu wieħed li ma jispiċċa qatt. X’impatti soċjali u ambjentali huma ġustifikabbli minħabba l-gwadann ekonomiku tat-turiżmu? Ir-riżorsi tal-pajjiż, fi ftit kliem x’numru ta’ turisti jifilħu?

Iktar kmieni din il-ġimgħa, Tony Zahra, President tal-MHRA (l-Assoċjazzjoni Maltija tal-Lukandi u r-Restoranti) kien kritiku dwar in-numru ta’ turisti u l-impatt tagħhom. Kien rappurtat li qal li n-numru ta’ turisti li qed jiġu Malta kien qed jikber wisq. Emfasizza li l-pajjiż ma jiflaħx għall-impatti li jiġġeneraw daqshekk turisti. L-interess ta’ Tony Zahra fit-turiżmu dejjem kien limitat għall-impatt fuq dawk li joperaw il-lukandi: fejn Zahra għandu l-interessi finanzjarji tiegħu. Għadni qatt ma smajt lill- MHRA u lil Tony Zahra, per eżempju, jinkoraġixxu l-agri-turiżmu, u l-importanza ta’ dan (kieku jsir sewwa) biex jiddiversifika b’mod sostenibbli l-prodott turistiku Malti.

Kważi simultanjament għall-kummenti ta’ Tony Zahra, l-Istitut tal-Università ta’ Malta dwar il-Gżejjer u l-Istati Żgħar (The Islands and Small States Institute) ippubblika studju tal-Professuri Lino Briguglio u Marie Avellino, intitolat : Has overtourism reached the Maltese Islands?

Fl-istudju tagħhom, Briguglio u Avellino jagħtu daqqa t’għajn u jidentifikaw dak li għaddej fit-turiżmu u jidentifikaw l-argumenti kritiċi li qed ikunu żviluppati dwar il-materja. Turiżmu li qed jikber iżżejjed (overtourism) u l-biża’ mit-turiżmu (tourismphobia) huma termini li qed jintużaw bi frekwenza li qed tiżdied biex jiddeskrivu l-impatti soċjali negativi li qed jiżviluppaw bħala riżultat ta’ turiżmu li qed jikber kważi bla rażan. Kien fl-2008 li l-antropologu Katalan Manoel Delgado ddeskriva it- turistofobia bħala taħlita ta’ stmerrija, nuqqas ta’ fiduċja u tmaqdir tat-turiżmu.

Fl-istudju ta’ Briguglio u Avellino hu analizzat stħarriġ li għalih, 51% ta’ dawk li wieġbu qalu illi ma jixtiqux jaraw iktar turisti fil-belt jew raħal tagħhom. L-awturi jinterpretaw dan bħala li jindika li t-turiżmu f’Malta kiber wisq (overtourism), avolja jqisu li l-kampjun ta’ dawk li wieġbu l-istħarriġ hu ftit dgħajjef minħabba li mhux rappresentattiv b’mod adegwat.

Fost l-affarijiet li qed jikkontribwixxu għall-iżvilupp ta’ din il-biża mit-turiżmu hemm il-pressjonijiet soċjali u l-impatti ambjentali (kemm skart b’mod ġenerali kif ukoll il-kontribut għal attività esaġerata tal-industrija tal-kostruzzjoni), konġestjoni tat-traffiku, storbju, it-theddida tat-telf tal-identità kulturali u konflitti soċjo-kulturali.

L-MHRA, kif indika Tony Zahra, tidher li hi tal-istess fehma, avolja Zahra tkellem b’mod ġenerali u evita li jitkellem fid-dettall. L-interess tiegħu, wara kollox, hu l-impatt fuq il-but tal-membri tal-MHRA.

L-istudju ta’ Briguglio u Avellino jemfasizza l-ħtieġa li l-politika dwar it-turiżmu għandha tfittex li tindirizza l-impatti negattivi tal-industrija. Dan mhux biss biex tkun indirizzat il-kwalità tal-ħajja tar-residenti lokali imma ukoll biex l-esperjenza tat-turist tkun waħda aħjar u awtentika. It-triq ‘il-quddiem, jgħidulna Briguglio u Avellino, hi d-demokratizzazzjoni tal-iżvilupp turistiku u dan billi jkun inkoraġġit l-impenn tar-residenti milquta fil-komunitajiet tagħna. L-awturi ma jidħlux f’dettall biex jispjegaw dan kollu x’jista’ jfisser. Għandna nifhmu, iżda, li l-proċess tat-teħid tad-deċiżjonijiet kollha li jikkonċernaw l-iżvilupp tat-turiżmu għandhom ikunu soġġetti għal skrutinju pubbliku kontinwu. Dan m’għandux ifisser biss is-sehem tar-residenti milquta f’dan l-iskrutinju imma fuq kollox li dak li jgħidu jkun rifless fid-deċiżjonijiet li jittieħdu.

Permezz tad-demokratizzazzjoni tal-iżvilupp turistiku, hu iktar possibli li l-interessi u aġendi konfliġġenti fit-turiżmu jkunu indirizzati. Bħala riżultat ta’ dan, l-imprenditur li jħares lejn il-qliegħ immedjat ikollu jiffaċċja r-realtajiet soċjali u l-impatti ambjentali u kulturali tal-ħidma tiegħu. Bħalissa l-operaturi turistiċi jimpalaw il-profitti u aħna, l-bqija, ndewwu l-feriti soċjali, kulturali u ambjentali li jkunu ħolqu b’ħidmiethom.

It-turiżmu mhiex attività li issir f’bozza. Isseħħ f’komunità magħmula min-nies li għandhom ikollhom l-assigurazzjonijiet kollha neċessarji li l-kwalità tal-ħajja tagħhom mhux ser taqla’ daqqa l-isfel bħala riżultat. It-turiżmu mhux dwar numri ta’ turisti, miljuni ta’ ewro li jintefqu inkella dwar il-kontribut lejn il-Prodott Gross Nazzjonali. Hu ukoll dwar il-kwalità tal-ħajja tagħna lkoll.

It-turiżmu sostenibbli huwa primarjament dwar in-nies u mhux dwar il-profitt. Stennejna iktar minn biżżejjed biex dawk li huma effettwati jkunu assigurati li l-ħajja tagħhom ma tibqax imtappna minn dawk li jaraw biss il-flus. Biex dan iseħħ ma hemm l-ebda alternattiva għajr li l-iżvilupp turistiku jkun demokratizzat.

 

Ippubblikat fuq Illum: il-Ħadd 11 t’Awwissu 2019

The democratisation of tourism

The debate on the impacts of tourism is never-ending. To what extent does the economic impact of tourism justify its social and environmental impacts? What is the carrying capacity of our islands, that is, what is the number of tourists with which our resources can reasonably cope?

Earlier this week, Tony Zahra, President of the Malta Hotels and Restaurants Association (MHRA) sounded the alarm: he was reported as saying that the number of tourists visiting Malta was too high. He emphasised that it is substantially exceeding the limits of what the country can take sustainably. Tony Zahra’s interest in tourism is limited to the impacts on hotels and hoteliers, his bread and butter. I have yet to hear the MHRA and Tony Zahra advocating agri-tourism, for example, and its importance in diversifying Malta’s tourism product sustainably.

Almost simultaneously The Islands and Small States Institute of the University of Malta published a Paper authored by Professors Lino Briguglio and Marie Avellino, entitled: Has overtourism reached the Maltese Islands?

In their Paper Briguglio/Avellino skim though the issues, identifying the trends and an ever-growing literature on over-tourism. “Over-tourism” and “tourismphobia” are increasingly used as terms to describe the emergence of social discontent with the pressures linked to tourism growth. It was way back in 2008 that  the Catalan anthropologist Manoel Delgado had described turistofobia as a mixture of repudiation, mistrust and contempt for tourists.

In a survey which is discussed in the Briguglio/Avellino paper, 51 per cent of respondents said that they did not want to see more tourists in their town or village. The authors interpret this as indicating the existence of over-tourism in the Maltese islands, even though they consider the sample of respondents as being weak and not adequately representative.

Among the issues contributing to this developing tourist phobia are social discomfort, environmental degradation (including both generation of waste and excessive construction activity), traffic congestion, noise, the loss of cultural identity and socio-cultural clashes.

The MHRA, as indicated by its President Tony Zahra, seems to be on the same wavelength although Tony Zahra limits himself to speaking in general terms, as his primary interest is the financial bottom-line of MHRA members.

The Briguglio/Avellino paper points at the need for tourism policy to consider mitigating the negative impacts of tourism. This could address not just the well-being of the local residents but also the tourist experience. The democratisation of tourism development through encouraging the active participation of the residents suffering the impact in our communities, opine Briguglio/Avellino, could be the way forward. The authors do not go in detail as to what the “democratisation of tourism development” would actually mean. It is, however, understood that the decision-making process of tourism development should be subjected to more public scrutiny by the community suffering from the impact and, that the views of the community are not only heard but acted upon.

Through the democratisation of tourism development, the conflicting interests and agendas involved in tourism must be addressed. As a result, the short-term gains of tourism entrepreneurs would be compelled to face the reality of social responsibility, as well as cultural and environmental costs. So far, the tourism operators pocket the profits and we, the rest, face the impacts.

Tourism is not an activity that happens in a vacuum. It takes place in a community of persons, who should be assured that their quality of life is not impacted negatively upon as a result of the experience. Tourism is not just about numbers of tourists, or the millions of euros spent or a contribution to the Gross National Product: it is also about our quality of life.

Sustainable tourism is primarily about people – not about profit! Is it not about time that those feeling the impacted are involved in ensuring that their lives are not made miserable by others whose vision is limited to euros on the horizon?

The democratisation of touristic development is the only way forward.

 

published on the Malta Independent on Sunday: 11 August 2019