Fil-Kalkara ħiereġ id-drenaġġ

 

Fil-Kalkara ukoll, illum għamlet ix-xita. Xita qawwija.

Bħal kullmeta tagħmel xita qawwija fil-pjazza ta’ quddiem il-Knisja għandna riħa ta’ drenaġġ.

Bosta tħallew jibnu u flok ma għamlu bir biex fih jinġabar l-ilma tax-xita, qed jitfgħu l-ilma tax-xita fid-drenaġġ.

Is-sistema tad-drenaġġ ma tiflaħx dan l-ilma kollu u allura it-tappieri tad-drenaġġ qed ifuru.

Fl-2018, meta hemm min jippretendi li hu l-aqwa fl-Ewropa dawn l-affarijiet m’għandhomx jiġru.

Min hu responsabbli?

L-ewwel u qabel kollox hu responsabbli kull min bena jew qiegħed jibni u mhux jaħseb għal bir. Imma miegħu huma responsabbli l-Awtoritá tal-Ippjanar u l-Korporazzjoni għas-Servizzi tal-Ilma.

L-Awtoritá tal-Ippjanar tagħti l-go ahead li l-bini sar sewwa, skond il-pjanti minkejja li ma jkunx hemm bir. Il-Korporazzjoni għas-Servizzi tal-Ilma tagħti l-permess biex il-bini l-ġdid jitqabbad mas-sistema tad-drenaġġ biex imbagħad din il-komunikazzjoni tintuza ħażin: biex fiha jintrema l-ilma tax-xita.

L-awtoritajiet qed jagħlqu għajnejhom u jħallu din il-ħsara li ilha isir snin tibqa’ tirrepeti ruħha.

Tal-mistħija.

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Il-mina bejn Malta u Għawdex: il-qerda finali t’Għawdex wara l-bieb

Nhar l-Erbgħa festa pubblika. Hi ukoll id-data tal-egħluq għall-konsultazzjoni pubblika li qed tagħmel l-Awtoritá tal-Ambjent u r-Riżorsi (ERA) fuq it-termini ta’ referenza għall-istudju dwar l-impatt ambjentali (EIA) tal-mina proposta bejn Malta u Għawdex.

Is-sit elettroniku tal-ERA jippreżenta żewġ dokumenti sabiex jassistu lil dawk li qed jipparteċipaw f’din il-konsultazzjoni pubblika. Dawn id-dokumenti jispjegaw il-proposta u jidentifikaw numru ta’ fatturi li jistgħu jkunu jeħtieġu investigazzjoni, u dan biex dawk li jieħdu d-deċiżjoni jkunu megħjuna jagħmlu l-“aħjar” għażla.

F’dawn id-dokumenti hemm numru ta’ nuqqasijiet li jistunaw u juru kemm Transport Malta tiġi taqa’ u tqum mill-wirt ambjentali tagħna.

Transport Malta tibbaża l-proposti tagħha fuq ir-rapport ta’ Mott MacDonald, datat Marzu 2012 u intitolat: Preliminary Analysis: Assessment of Road Tunnel Options between Malta and Gozo. Wara li kkunsidrat erba’ proposti differenti għall-mina kif imfisser fir-rapport ta’ Mott MacDonald, Transport Malta ddeċidiet li tagħżel il-proposta numru 4 b’emenda: hi proposta li tkun tikkonsisti f’mina waħda b’żewġ karreġjati u tibda mill-inħawi taħt Ta’ Kenuna fin-Nadur Għawdex u tispiċċa fl-Imbordin biswit il-Wied tal-Pwales f’San Pawl il-Baħar.

Fid-dokumenti jgħidulna li l-ewwel tliet proposti kienu skartati għax setgħu jikkawżaw ħsara ambjentali sostanzjali, f’qiegħ il-baħar jew lir-riżerva naturali tal-Għadira. Imma la Transport Malta u l-anqas l-ERA ma ħassew il-ħtieġa li jgħidulna fid-dokumenti li ippubblikaw li meta ntagħżlet il-proposta numru 4 u ġġebbdet sal-Imbordin biswit il-Wied tal-Pwales din ġiet viċin wisq tar-riżerva naturali l-oħra, tas-Simar, u tgħaddi dritt mill-Miżieb, mal-pjan tal-ilma.

Ir-riżerva naturali tas-Simar hi sit ikklassifikat bħala Natura 2000 tal-UE, u l-pjan tal-ilma tal-Miżieb hu l-unika wieħed sura li fadlilna. Allura hemm il-possibilitá kbira li din il-proposta għal mina tmur kontra żewġ direttivi importanti tal-Unjoni Ewropea: id-Direttiva Qafas dwar l-Ilma u d-Direttiva dwar il-Abitat.

Fl-2015 il-medja ta’ movimenti ta’ karozzi bejn Malta u Għawdex, kif jirriżulta mill-istatistika uffiċjali, hi ta’ madwar 3000 kuljum. Id-diversi studji u rapporti ppubblikati sal-lum jikkalkulaw li l-mina, meta tkun lesta, tista’ twassal sabiex in-numru ta’ karozzi li jaqsmu bejn iż-żewġ gżejjer jitla’ bejn 9000 u 10000 kuljum. Gordon Cordina minn Ecubed fir-rapport tiegħu kkummissjonat minn Transport Malta u l-Kamra tal-Kummerċ Għawdxija jindika li ser tintlaħaq iċ-ċifra ta’ 9000 karozza kuljum, fil-waqt li r-rapport Mott MacDonald jipponta lejn l-10,000 karozza kuljum.

Din iż-żieda konsiderevoli fil-moviment ta’ karozzi teħtieġ li tkun analizzata fil-kuntest tal-politika kurrenti dwar it-trasport. Il-master plan dwar it-trasport addottat mill-Gvern preżenti u ffinanzjat mill-Fond Ewropew għall-Iżvilupp Reġjonali hu ċar. Dan il-pjan jgħid li matul l-għaxar snin li fih ser ikun effettiv (2016-25), wieħed mill-oġġettivi ewlenin tal-politika tat-trasport f’Malta hi emfasi fuq l-użu ta’ mezzi alternattivi għall-karozzi privati u li fil-gżejjer Maltin jonqos l-użu tal-karozza privata.

Mela Transport Malta, għan-nom tal-Gvern Malti fl-2016, tistabilixxi politika dwar it-trasport biex tkun indirizzata l-konġestjoni tat-traffiku billi tinkoraġixxi bdil fl-imġieba favur mobilitá sostenibbli, u mbagħad toħroġ bi proposti bħal dawn tal-mina bejn Malta u Għawdex, li biex jagħmlu sens, jirrikjedu żieda enormi fit-traffiku.

Id-dokumenti fuq is-sit elettroniku tal-ERA għall-informazzjoni ta’ dawk li jridu jipparteċipaw f’din il-konsultazzjoni pubblika dwar il-mina bejn Malta u Għawdex jinjoraw kompletament il-politika dwar it-trasport.

Din hi s-sitwazzjoni li għandna illum. Drajna b’awtoritá tal-ippjanar sinkronizzata mal-lobby favur l-iżvilupp. Sfortunatament jidher li l-Awtoritá dwar l-Ambjent u r-Riżorsi miexja fuq l-istess passi. Il-jiem huma magħduda. Bla dubju dan ser iwassal għall-qerda ta’ Għawdex ukoll.

 

Ippubblikat fuq Illum : Il-Ħadd 12 t’Awwissu 2018

The Malta-Gozo tunnel: the final countdown to Gozo’s plunder starts now

Next Wednesday is a public holiday. It is also the closing date of the public consultation being carried out by the Environment and Resources Authority (ERA) on the terms of reference for the Environmental Impact Assessment (EIA) to be carried out on the proposed Malta-Gozo tunnel.

The ERA website presents two documents to assist those participating in the public consultation. These documents explain the proposal and highlight a number of issues that will require further investigation in order to assist the decision-takers in choosing for the “optimum” solution.

There is a number of glaring deficiencies in these documents which indicate the contempt that Transport Malta has for our environmental heritage.

Transport Malta bases its proposals on the Mott MacDonald Report of March 2012 entitled: Preliminary Analysis: Assessment of Road Tunnel Options between Malta and Gozo. After considering the four options for a tunnel as resulting from the Mott MacDonald report, Transport Malta opted for an amended version of option number 4 which is proposed as consisting of a single bore two lane tunnel between the area below Ta’ Kenuna in Nadur, Gozo and L-Imbordin along the Pwales Valley in St Paul’s Bay in Malta.

We are told in the published documentation that the first three options were discarded because they could be the cause of considerable environmental damage to the seabed, as well as to the Għadira Nature Reserve. However, neither Transport Malta nor the ERA considered it appropriate to mention that the selected option, an amended option 4, stretches the Malta portal of the proposed tunnel to the Pwales valley very close to the Simar Nature Reserve and right through the Miżieb perched aquifer.

The Simar Nature Reserve is an EU Natura 2000 site, while the Miżieb perched aquifer is the only part of our water table that is still in a relatively good state. Consequently, two important EU Directives will most probably be infringed: The Water Framework Directive and the Habitats Directive.

Based on NSO statistics, in 2015 average number of daily vehicular crossings between Malta and Gozo was around 3,000. The various studies and reports published to date indicate that it is estimated that a tunnel between the two islands would trigger an increase to between 9,000 and 10,000 vehicle crossings daily. Gordon Cordina of Ecubed in his report commissioned by Transport Malta and the Gozo Business Chamber indicates a 9,000-daily mark, while Mott MacDonald points towards the 10,000 mark.

This considerable increase in vehicular movements needs to be analysed in terms of current transport policy. The Transport Master Plan, adopted by the current government and funded by the European Regional Development Fund, is very clear. It lays down that during its 10-year lifespan (2016-25) it will be an operational objective of transport policy in Malta to aim to provide alternatives to the use of private vehicles and to reduce the role of the private car as a means of transport in the Maltese Islands.

So, Transport Malta, on behalf of the Maltese government, spells out transport policy in 2016 aimed at addressing traffic congestion in Malta by encouraging a modal shift towards sustainable mobility. Yet it then comes out with proposals such as the Malta-Gozo Tunnel, which can only be feasible if there is an astronomical increase in vehicular traffic on our roads.

The documents placed by the ERA on its website to feed the public consultation process on the proposed Malta-Gozo tunnel ignore transport policy altogether.

This is the current state of affairs. By now we are accustomed to having a Planning Authority acting in synch with the development lobby. Unfortunately, it seems that the Environment and Resources Authority is closely following in its footsteps. The final countdown is on. It will inevitably lead to the plunder of Gozo as well.

Published in The Malta Independent on Sunday : 12 August 2018

Tal-Coca Cola jħobbu jdaħħqu

 

Fl-aħbarijiet ta’ TVM qalulna kemm il-Fondazzjoni Coca Cola għandha għal qalba il-priservazzjoni tal-ilma. Tant li daħlet għal proġett ta’ tiswija ta’ ġiebja mdaqqsa fil-Palazz ta’ Sant Anton biex ikun possibli li s-siġar ta’ citru fil-ġonna tal-President jissaqqew bl-ilma tax-xita flok mill-boreholes.

Inizzjattiva tajba u f’waqtha.

Imma forsi issa l-Coca Cola jistgħu jgħidulna meta ser jagħlqu ukoll il-boreholes li jużaw fil-fabbrika tagħhom fil-Marsa?

Għax x’jiswa li xxerred id-dmugħ tal-kukkudrilli għall-boreholes ta’ ħaddieħor u mbagħad inti, mingħajr l-ilma tal-boreholes ma tgħaddix?

Ħmar il-lejl: l-ippjanar għall-kosta u r-riżorsi marittimi

Nhar it-Tnejn il-Parlament beda d-diskussjoni dwar l-implimentazzjoni tal-leġislazzjoni tad-dimanju pubbliku u b’mod partikolari dwar rapport li ħejjiet l-Awtorità tal-Ippjanar fuq is-siti nominati. Ir-rapport jirreferi għal 24 sit nominati prinċipalment mill-għaqdiet ambjentali: 16-il sit kienu nominati minn Flimkien għal Ambjent Aħjar (FAA), seba’ siti minn Friends of the Earth u sit wieħed mill-Ministru għall-Ambjent Josè Herrera.

Id-diskussjoni għadha fl-istadji inizzjali u s’issa kienet limitata għal spjegazzjoni tal-liġi li l-Parlament approva lejn nofs l-2016.

Moħbi mill-attenzjoni pubblika hemm il-ħtieġa urġenti li tkun implimentata d-Direttiva tal-Unjoni Ewropeja dwar l-Ippjanar tal-Ispazju Marittimu. Din id-Direttiva kellha tkun addottata sa tmiem l-2014. Permezz tal-Avviż Legali 341 tal-2016 Malta nnominat lill-Awtorità tal-Ippjanar bħala l-awtorità kompetenti li ser tieħu ħsieb dak li għandu x’jaqsam mal-ippjanar tal-ispazju marittimu fil-gżejjer Maltin.

Wara li staqsejt inġibdet l-atttenzjoni tiegħi li l-Pjan dwar l-Ispazju Marittimu għal Malta diġà jifforma parti mill-Pjan Strateġiku dwar l-Ambjent u l-Iżvilupp (Strategic Plan for the Environment and Development – SPED). Ngħid il-verità ma kontx irrealizzajt dan. Ħsibt li kien hemm xi paġni f’dak id-dokument li kienu qabżuli u allura mort infittex mill-ġdid u sibt sezzjoni intitolata Coastal Zone and Marine Area u taħtha tlett oġġettivi għall ħarsien tal-kosta. Dawn l-oġġettivi jistgħu, u nittama li jkunu, sviluppati fi strateġija dettaljata dwar l-Ispazju Marittimu Malti.

Waqt li Malta jidher li llimitat ruħha għal tlett oġġettivi xotti, pajjiżi oħra għamlu ħidma kbira biex jippreparaw il-pjani tagħhom dwar l-Ispazju Marittimu. L-Irlanda, per eżempju, ippubblikat dokument ta’ 88 paġna intitolat Harnessing our Ocean Wealth. An Integrated Marine Plan for Ireland. Min-naħa l-oħra, ir-Renju Unit ippubblika dokument ta’ 55 paġna intitolat UK Marine Policy Statement.

Dawn iż-żewġ dokumenti jidħlu fid-dettall dwar l-Ippjanar għall-Ispazju Marittimu meħtieġ fl-Irlanda u r-Renju Unit. Bla dubju dawn id-dokumenti jeħtieġ li jkunu supplimentati bi pjani ħafna iktar dettaljati. Id-Direttiva tal-Unjoni Ewropeja fil-fatt tistabilixxi s-sena 2021 bħala d-data sa meta għandhom ikunu ffinalizzati l-Pjani għall-Ispazju Marittimu.

Malta hi gżira mdawra bil-baħar Mediterran. Fatt li għandu jkun rifless f’politika marittima serja u aġġornata. Sfortunatament dan mhux il-kaz għax jidher li għalina f’Malta it-tlett oġġettivi dwar il-kosta fil-Pjan Strateġiku dwar l-Ambjent u l-Iżvilupp (SPED) huma biżżejjed.

Id-Direttiva tal-Unjoni Ewropeja dwar l-Ippjanar tal-Ispazju Marittimu bla dubju hi intenzjonata biex iċċaqlaqna ħalli nimlew it-toqob fil-politika tagħna. L-ekonomija l-blu, jiġifieri l-ħidma ekonomika li tiddependi fuq l-użu tar-riżorsi marittimi, teħtieġ attenzjoni ħafna iktar dettaljata.

Il-Gvernijiet Maltin, wieħed wara l-ieħor, għamlu ħerba fuq l-art u ħsara bla qies fiż-żoni naturali. F’xi kazi l-ħsara li saret ftit tista’ tiġi rimedjata. L-ilma tal-pjan hu l-eżempju ewlieni.

L-ippjanar b’attenzjoni tal-Ispazju Marittimu jista’ jkun ta’ għajnuna biex din l-imġieba żbaljata tal-Gvernijiet ma tkunx esportata lil hinn mill-kosta ħalli wara li ħarbatna l-art ma nħarbtux il-baħar ukoll.

Snin ilu kien pass għaqli li kienet indirizzata l-kwalità tal-ilma baħar bl-introduzzjoni tal-impjanti għat-tisfija tad-drenaġġ. Għad baqa’ xi jsir biex l-ilma msoffi, flok jintrema, jibda jintuża. Kontinwament għadna niffaċċjaw it-tniġġiż mill-gaġeġ tal-ħut li għandna fl-ibħra u li qed ikollhom impatti kemm fuq iż-żoni residenzjali kif ukoll fuq il-faċilitajiet turistiċi. Imbagħad hemm ukoll is-sajd, it-tibdil fil-klima, l-bijodiversita, is-sigurtà marittima, il-fdalijiet arkeologiċi fil-baħar kif ukoll il-ħmar il-lejl li nassoċjaw mar-riklamazzjoni tal-baħar. Pjan għall-Ispazji marittimi fil-gżejjer Maltin irid jindirizza dawn l-oqsma u bosta oħra b’mod integrat.

Il-gżejjer Maltin fihom 316 kilometru kwadrat. L-ibħra Maltin sa 25 mil nawtiku mill-kosta fihom medda ferm ikbar b’kejl ta’ 11,480 kilometru kwadrat filwaqt li l-blata kontinentali taħt il-ġurisdizzjoni Maltija fiha 75,779 kilometru kwadrat.
Din hi l-isfida li għandna quddiemna biex inħarsu l-ibħra tagħna.

ippubblikat fuq Illum – 24 ta’ Diċembru 2017 

Planning nightmares: the coastline and marine resources

 

Last Monday, Parliament commenced a discussion on the implementation of the Public Domain legislation, in respect of which the Planning Authority has submitted a report entitled “Sites Nominated to be declared as Public Domain”. This report refers to 24 sites, nominated primarily by eNGOs: 16 sites were nominated by Flimkien għal Ambjent Aħjar (FAA), seven by Friends of the Earth and one by Minister for the Environment Josè Herrera.

The discussion is still in its initial stages and so far it has been limited to an explanation of the legislation enacted by Parliament in mid-2016.

Currently under the radar is the urgent need to implement the EU Directive on Maritime Spatial Planning, which had to be adopted by end of 2014. Malta has, in fact, adopted it and through Legal Notice 341 of 2016 it identified the Planning Authority as the competent authority which will deal with issues of maritime spatial planning in the Maltese Islands.

After submitting a query, it was pointed out to me that the Strategic Plan for the Environment and Development (SPED) shall constitute Malta’s Maritime Spatial Plan – something I had not realised. Thinking that I had missed something, I checked the SPED and found a text entitled Coastal Zone and Marine Area under which are listed three coastal objectives. These are clearly objectives that can (and hopefully will) be developed into a detailed Maritime Spatial Plan.

While Malta has apparently limited itself to three brief objectives, other countries have gone into considerable detail to prepare their Maritime Spatial Plans. Ireland, for example, has published an 88-page document entitled Harnessing our Ocean Wealth – an Integrated Marine Plan for Ireland and the United Kingdom has published a 55-page document entitled UK Marine Policy Statement.

Both documents go into some detail as to the Maritime Spatial Planning required in Ireland and the United Kingdom and they will undoubtedly have to be supplemented with more detailed plans. The EU Directive determines the year 2021 as the deadline for the establishment of Maritime Spatial Plans.

The fact that Malta is an island should be reflected in more importance being given to maritime policy. Unfortunately, this is clearly not the case as it seems that we have to manage with three coastal objectives in our Strategic Plan for Environment and Development (SPED).

The EU Directive on Maritime Spatial Planning is intended to nudge us to fill the gaps in our policies and plans. The blue economy, which is the economic activity dependent on the utilisation of marine resources, requires much careful planning.

Successive Maltese governments have ruined land-based resources and natural habitats. At times this has been done almost beyond repair. The water table is one such glaring example.

Careful maritime spatial planning could be of assistance in not exporting this erroneous behaviour beyond the coastline so that the environmental damage inflicted on the land is not repeated at sea.

Some years ago, addressing the quality of seawater by ensuring that urban wastewater dumped into the sea was adequately treated was a positive step. More still needs to be done to use the treated water. We repeatedly face issues of contamination arising out of fish-farms that has a negative impact on our residential and tourist facilities. What about fishing, energy, climate change, biodiversity, maritime safety, marine archaeological remains and land reclamation nightmares? A Maritime Spatial Plan for the Maltese Islands has to address all these issues and many more, in an holistic manner.

The Maltese Islands have a land area of 316 square kilometres. On the other hand, the area around the Maltese islands up to 25 nautical miles from the shoreline measures 11,480 square kilometres, while the area of the Continental Shelf under Malta’s jurisdiction in terms of the Continental Shelf Act measures approximately 75,779 square kilometres.

This is the physical extend of the challenge we face to protect our sea.

published in the Malta Independent on Sunday – 24th December 2017 

From the Farm to the Fork

 

 

The local vegetable and fruit supply chain was under the spotlight last month. On 12 October, environmental NGO Friends of the Earth Malta organised a round-table at Vincent’s Eco-Farm at Żebbiegħ and published Agro-Katina, the result of its research tracking the food we consume, from apricots to zucchini. The report can be downloaded at https://foemalta.org/wp-content/uploads/AgroKatina-Report.pdf .

Maltese agriculture is characterised by small farm holdings, with three quarters of registered farmers working an area less than one hectare. With a hectare covering ten thousand square metres, this means that most local agricultural holdings are slightly less than nine tumoli in size.

Agriculture contributes a miniscule amount to the GDP – less than two per cent – but it is, however, essential to ensure the preservation of the rural characteristics of the Maltese islands.

Even though we are far from self-sufficient, agriculture can increase our self-reliance, thereby reducing our vulnerability to outside shocks.

It has been observed in the report that specific localities are linked to specific products: Rabat and Dingli are linked with onions, pumpkin with the northern agricultural region – primarily Mosta, Mġarr and Mellieħa – with cauliflowers being linked to Siġġiewi and Żebbuġ.

The report refers to the introduction in the local market of long, dark-skinned zucchini contrasting with the local round (or long) varieties of a lighter shade. As consumers overcame their hesitancy to a new product introduced to the market, local farmers started experimenting with growing it locally and, to their surprise, discovered that this variety (commonly found in Sicily and Southern Italy) had the advantage of being well adapted to the local climate.

Seasonality is still an important factor in agricultural planning, even though this is gradually on the decline primarily as a result of the competition from imported products which are available throughout the year. This seasonality is rightfully observed in the various village celebrations focusing on the availability of specific products: Manikata (pumpkins) and Mgarr (strawberries) readily come to mind. They educate consumers and contribute to a better understanding and appreciation of agriculture’s contribution to the country.

The report briefly refers to the “local vs imported produce” issue. It is emphasised that it only takes around 24 hours for locally grown fruit and vegetables to travel from the farm to the fork, hence ensuring that they are fresh, ripe and in season. This is not only reflected in a fresh appearance but also in an unmistakable advantage in terms of natural flavour and nutritional value, compared to imported produce.

Agriculture is the main user of water in Malta. It is also the major polluter of our water table. A study carried out in 2008 by the British Geological Survey on the nitrate contamination in Malta’s groundwater, commissioned by the then Malta Resources Authority, concluded that groundwater nitrate had been stable for the last 30-40 years. Notwithstanding, this has resulted in the contraction of the agricultural sector in the same timeframe.

The challenges facing agriculture in the immediate future are various. Climate change and the water crisis top the list. The changes in weather patterns will undoubtedly be a major headache. This will necessarily impact the viability of some crops, maybe bringing about changes to the season/s during which these crops are available. It will also possibly create the conditions for new crops.

The average age of the farmer is now around 55 – and this is not just in Malta, but across the EU. There is a growing awareness that we may be close to losing our farming community, in fact the impact of this loss is already being felt as it is fairly obvious that there are substantially fewer people protecting our countryside on a day to day basis.

The distance between the farm and the fork is increasing.

This is not good news.

published in the Malta Independent on Sunday: 12 November 2017

Lumija magħsura

L-għasir tal-lumi hu sustanzjuż u jagħmel ħafna ġid għas-saħħa. Imma xi ngħidu għal lumija magħsura?

Iktar kmieni din il-ġimgħa awgurajt lit-Tabib Anthony Buttigieg wara li hu ħabbar d-deċiżjoni tiegħu li fi ħsiebu jikkontesta għat-tmexxija tal-Partit Demokratiku. Possibilment huwa jimla l-vakanza li nħolqot minn Marlene Farrugia wara li din iddeċidiet li ddabbar rasha wara biss ftit xhur fil-kariga.

It-Tabib Buttigieg hu persuna b’moħħu f’postu. L-għada tal-elezzjoni ġenerali, meta kellu ma wiċċu dikjarazzjoni ta’ Marlene Farrugia li hi ma kienitx teskludi li tikkontesta għall-kariga ta’ Kap tal-PN, wara li kien irriżenja Simon Busuttil, hu irriżenja mill-kariga ta’ deputat mexxej tal-PD. Bħala riżultat ta’ hekk ħa posizzjoni ċara li kienet tikkuntrasta mal-impulsivitá ta’ Marlene Farrugia. Dakinnhar Buttigieg kien iddikjara li dak li qalet Farrugia kien kontra dak li jemmen hu, għax fil-fehma tiegħu l-Partit Demokratiku kellu jkun separat u distint mill-Partit Nazzjonalista.

Bħala riżultat ta’ din il-posizzjoni huwa għamilha ċara illi d-disponibilitá tiegħu li jieħu sehem f’koalizzjoni ma kellha l-ebda impatt fuq id-determinazzjoni tiegħu li jħares l-identitá tal-partit tiegħu. Li tkun allejat kritiku abbażi ta’ programm politiku miftiehem bl-ebda mod mhu komparabbli ma min żviluppa attitudni li jilgħaq kontinwament.

Mid-dehra Marlene Farrugia taħsibha mod ieħor għax diġa għamlitha ċara illi għadha tal-ħsieb li fi żmien ħames snin mill-ġdid tikkunsidra li tikkontesta għat-tmexxija tal-PN. Għax skontha, l-ebda wieħed mill-erba’ kandidati għal Kap tal-PN mhu kapaċi. Dan kollu sfortunatament jibgħat messaġġ wieħed u ċar: li l-mexxejja attwali tal-Partit Demokratiku tara l-futur tagħha u tal-partit tagħha bħala parti integrali mill-Partit Nazzjonalista. Għal Marlene Farrugia il-Partit Demokratku qiesu lumija magħsura li tarmiha wara li tkun użajta.

Bħala riżultat tal-mauvri tagħha bl-iskop li tkun eletta, irrispettivament mill-prezz politiku, Marlene Farrugia ikkaġunat ħafna ħsara li teħtieġ li tkun rimedjata mingħajr iktar dewmien.

Alternattiva Demokratika ma jkollha l-ebda diffikulta li tesplora kif tista’ tikkoopera mal-Partit Demokratiku immexxi minn Anthony Buttigieg, liema eżerċizzju (fil-passat) kien abbandunat minħabba li l-impulsivitá kienet l-għodda ewlenija tat-tmexxija tal-PD sa mit-twaqqif tiegħu. Buttigieg hu persuna konsistenti u l-imġieba tiegħu tidher li taqbel ma dak li jgħid.

Hemm ħafna ħidma li teħtieġ li issir u ftit wisq nies biex jagħmluha.

Fost il-kollegi enerġiċi ta’ Anthony Buttigieg hemm Timothy Alden li hu l-moħħ wara l-inizzjattiva kurrenti tal-Partit Demokratiku biex jiżdied il-ħarsien tal-widien u tal-ilma tal-pjan billi possibilment ikunu nklużi fil-qafas legali li ġie żviluppat għad-dimanju pubbliku fil-Kodiċi Ċivili. Alternattiva Demokratika tappoġġa din l-inizzjattiva.

Hi inizjattiva li timmerita appoġġ wiesa’ avolja forsi strateġikament kien ikun aħjar li l-ewwel tkun implimentata sewwa l-politika u r-regolamenti eżistenti li diġa joffru protezzjoni sostanzjali kemm għall-widien kif ukoll għall-ilma tal-pjan.

Il-futur tal-partiti ż-żgħar hu dipendenti fuq il-kooperazzjoni u fuq kemm aħna kapaċi li ma nisparpaljawx r-riżorsi limitati li hawn. Dan ikun ferm aħjar mill-impulsivitá u n-narċissiżmu li għamel ħsara sostanzjali.

Il-lumi magħsur għandu użu. Imma m’għandux ħajja twila.

ipubblikat f’Illum : 20 t’Awwissu 2017

Marsa: a planning mess

turkish-cemetry-marsa-malta2

The Chamber of Architects has taken the Planning Authority to task on the piecemeal local plan reviews that it has been churning out, one at a time. The latest tirade was with reference to a partial review of The Grand Harbour Local Plan (originally published in 2002) specifically with respect to a Marsa Park Site.

We have just concluded a public discussion on a Masterplan for Paceville, which was shredded by public opinion and sent back to the drawing board.

Earlier, we had the Planning Authority itself contesting whether Local Councils, NGOs and the Environment and Resources Authority  had a right to contest the decision to permit high-rises in Townsquare Sliema and in Imrieħel.

To make matters worse, instead of consolidating the environmental regulatory functions of the state, this government has opted to deliberately fragment them, thereby ensuring their reduced effectiveness by design.  In a small country such as Malta, it pays to have one consolidated authority  directed by environment professionals through whom land use planning responsibilities should be accountable.

Land use planning needs to be more focused but holistic in nature. The Chamber of Architects aptly makes the point that focusing the efforts of the partial review of the Grand Harbour Local Plan specifically on “a Marsa Business Park” without considering this within the context  of a much needed regeneration of Marsa would be a futile exercise. The decay of Marsa as an urban centre needs to be addressed at the earliest opportunity and this will not be done through piecemeal local plan reviews but through comprehensive planning “which ought to include community needs, road transport re-alignment, environment improvement and flooding mitigation measures”.

These are the basic issues which should be addressed by a local plan review concerning Marsa. Tackling major infrastructural and social problems facing the Marsa community should take precedence over any proposal for the redevelopment of the Marsa Park site. It is the whole of Marsa that should be addressed and not just one tiny corner.

The partial local plan review is ignoring the local community, just like its cousin the Paceville Masterplan did some months ago. Many years ago we learned that “planning is for people”. This seems to be no longer the case as, according to the Planning Authority, planning is apparently for business hubs, high-rises and, obviously, for developers. They seem to be very well connected, thereby ensuring that they occupy the first items of this government’s land use planning agenda.

Marsa has been forgotten over the years. With the closure of the Marsa power station now is the appropriate time to consider the various accumulated impacts on the Marsa community in order that an integrated approach to addressing them is identified. Planning is for people. That means that the Marsa community should be actively involved when these plans are being formulated, including at the drawing board stage. Land use planners should stimulate the Marsa community to speak up and involve itself in drawing up a blue print for its future.

The regeneration of Marsa is an urgent matter which should not be left unattended.

published in The Malta Independent on Sunday : 15 January 2017

The environmental deficit

 

traffic jam Malta

 

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

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

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

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

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

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

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

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

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

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

Otherwise the accumulating environmental deficit will bankrupt humanity.

published on The Independent on Sunday – 1 January 2017