Malta u Għawdex: problema komuni tat-trasport

Id-dibattitu dwar il-mina bejn Malta u Għawdex għaddej.

Jekk tifli l-argumenti ta’ dawk li qed jesprimu ruħhom favur din il-mina taħt qiegħ il-baħar bejn Malta u Għawdex hemm raġuni waħda li tispikka: iridu jnaqqsu l-ħin li “jaħlu” jivvjaġġaw. Imma din il-problema, jiġifieri l-ħtieġa li nnaqqsu l-ħin li nivvjaġġaw hi problema tagħna lkoll, mhux tal-Għawdxin biss. Hi problema mifruxa prattikament ma Malta kollha. Imma ħadd mhu qiegħed jipproponi li nħaffru mina taħt il-Bajja ta’ Marsamxett biex innaqqsu l-ħin meta immorru minn Tas-Sliema għal Marsamxett. L-anqas mhi qed isir proposta ta’ mina taħt il-Port il-Kbir bejn il-Belt u Bormla avolja din kieku tnaqqas il-ħin biex nivvjaġġaw.

Is-soluzzjoni biex innaqqsu il-ħin tal-ivvjaġġar bejn Tas-Sliema u Marsamxett inkella biex naqsmu min-naħa għall-oħra tal-Port il-Kbir hi li nagħmlu użu aħjar tat-trasport bil-baħar u mhux mini taħt qiegħ il-baħar. Ir-riżultat hu aċċess f’iqsar ħin biex taqsam bejn naħa u oħra taż-żewġ portijiet. Bħala riżultat ta’ dan, kuljum ikun hemm inqas karozzi fit-toroq tagħna. Dan esperiment li diġa qed jaħdem b’ċerta success: min-naħa għall-oħra ma jċaqalqux karozzi imma biss lin-nies.

Il-mobilità bejn Malta u Għawdex tista’ tkun faċilitatà bl-użu ta’ fast ferry service bejn Għawdex, Tas-Sliema u l-Belt Valletta. Ikun mezz li jindirizza l-problema reali: il-mobilità tan-nies.

Sfortunatament dawk li qed jikkampanjaw favur il-mina, immexxija kif inhuma mill-Kamra tal-Kummerċ Għawdxija, iddeċidew li l-unika soluzzjoni biex tkun indirizzata in-nuqqas ta’ mobilità sostenibbli bejn Malta u Għawdex hi mina. Din hi fil-fatt l-agħar soluzzjoni għax tagħmel ħsara kbira u irriversibbli lill-Għawdex.

Il-problema f’dan kollu huma l-karozzi: jekk jirnexxielna inneħħuhom mill-konsiderazzjoni tagħna, naslu. Dan hu fil-fatt l-ikbar ostaklu biex naslu għal soluzzjoni sostenibbli għall-problemi ta’ mobilità li qed niffaċċjaw: mhux biss dawk ta’ Għawdex imma f’kull rokna tal-gżejjer Maltin.

Jiena emfasizzajt repetutament li is-soluzzjoni għall-probemi tagħna ta’mobilità qegħdin filli nirrispettaw u nimxu mal-Pjan Nazzjonali għat-Trasport 2025 li kien approvat għal Malta fl-2016. Is-silta segwenti li ħadt minn dan il-pjan tispjega b’mod ċar dak kollu li hemm ħażin fl-ippjanar tat-trasport f’Malta:

“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.” (paġna 88 tal-Pjan Nazzjonali tat-Transport 2025)

Ħallejtha appost fl-oriġinal għax naħseb li tinftiehem mingħajr ħtieġa ta’ traduzzjoni. Fi ftit kliem din is-silta tgħidilna li ma nistgħux nibqgħu nippjanaw mil-lum għal għada. Hemm ħtieġa li nħarsu fit-tul. In-nuqqas li nagħmlu dan fisser li bqajna ma indirizzajniex id-dipendenza tagħna fuq il-karozzi. Għax is-soċjeta Maltija tibża’ mill-bidla: tippretendi li kulħadd jibdel id-drawwiet tiegħu biex hu (jew hi) jkun jista’ jibqa’ jsuq il-karozz!

Malta u Għawdex għandhom problema tat-transport komuni. Problema deskritta minn kelma waħda: karozza. Is-soluzzjoni għal din il-problema tirrikjedi alternattivi għall-karozza: il-mina mhiex waħda minn dawn is-soluzzjonijiet. Fil-mument li nkunu lesti li naqtgħu d-dipendenza tagħna fuq il-karozza il-problema tissolva b’faċilità.

Ippubblikat fuq Illum : Il-Ħadd 6 ta’ Jannar 2019

Malta & Gozo share a transport problem

The Malta-Gozo tunnel debate is now in full swing.

Going through the arguments of those expressing themselves in favour of the proposed tunnel between Malta and Gozo, one specific reason sticks out: the need to reduce travelling time.

May I point out that this problem – the need to reduce travelling time – is not peculiar to Gozitan commuters: it applies all over the Maltese Islands. Yet no one is proposing the drilling of a tunnel below Marsamxett Bay to reduce travelling time between Valletta and Sliema. Nor is a tunnel between Valletta/Floriana and Bormla on the books, even though this would reduce the travelling time between Valletta/Floriana and the Cottonera area.

The solution adopted to reduce travelling time across Marsamxett Bay and the Grand Harbour has been to tap sea transport and not the drilling of tunnels below the seabed! The end result is a faster access between Valletta and Sliema on the one hand and between Valletta and Cottonera on the other hand: and a number of cars off our roads, every day.

Facilitating the mobility between Malta and Gozo can easily be carried out by means of a fast ferry service between Gozo, Sliema and Valletta. It would be a ferry facilitating the movement of people and, as a result it will be addressing the real issue: the mobility of individuals.

Unfortunately, the Gozo tunnel lobby, led by the Gozo Business Chamber, has decided that the only solution to the lack of sustainable mobility between Gozo and Malta is a tunnel. It is, in fact, the worst possible solution because, in the process, it will ruin Gozo in an irreversible manner.

The real issue to be addressed is to remove cars from the equation. This is, in fact, the real obstacle to achieving a sustainable solution to our mobility issues, not just in respect of Gozo but also with reference to Malta.

I have emphasised time and again that adherence to the National Transport Master Plan 2025 approved for Malta in 2015 is the solution to most of our sustainable mobility issues. This extract from the Master Plan clearly explains all that is wrong with transport planning in Malta:

“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)

Malta and Gozo share the same transport problem. The problem is a three-letter word: car. The solution to our mobility problem requires alternatives to the use of the private car and the tunnel is not one of them. If we are ready to dump our dependency on cars, the rest is not difficult to achieve.

Published in The Malta Independent on Sunday: 6 January 2019

Symbolic gestures do not compensate for planning failures

MFT.4 new cranes

Last Thursday, the MEPA Board finally decided to approve the Freeport Terminal’s application to install four cranes with 140-metre high jibs at the terminal. This decision was taken after the Board, in an anticipated about-turn, accepted a second declaration from Transport Malta as a recommendation for approval of the proposal.

In August, Transport Malta had pointed out that the installation of these new cranes was “not desirable” as, due to their height, they would “penetrate one of the established aeronautical protection surfaces by circa 18m”. However notwithstanding the conclusion that, for this reason, the Freeport’s proposal was not considered as undesirable, “given the importance of this facility to the economy”  Transport Malta gave its go-ahead to the Freeport’s proposal subject to a number of mitigation measures.

The Freeport facilities are too close to the residential area of Birżebbuġa and, over the years, MEPA has not given sufficient consideration to the impact that this facility has had – and is still having – on the quality of life of the residential community.

At no point during its consideration of the various planning applications submitted over the years has MEPA considered it necessary to consider the social impact of this economic activity. In fact, primarily as a result of the Freeport’s operations, most of the sport facilities in the area, introduced by the British services over the years, have disappeared. It is only recently that the extensive damage to the waterpolo pitch was made good,  through the reconstruction of a new waterpolo pitch. The activities of the Sailing Club, which  borders the terminal, have also been badly affected as a result of the increase in the number of ships making use of the terminal. The Birżebbuġa Sailing Club, ironically sponsored by the Freeport itself, is the only one of its kind in Malta’s political south.

Last Thursday, MEPA, despite opposition from the Freeport Terminal management, decided on compensating the Birżebbuġa community through the creation of an ad hoc fund to the amount of €955,000 to fund environmental improvement projects in the Birżebbuġa area. It is the second time in six years that MEPA has considered it necessary to take such a symbolic decision. The first time was in 2009, when a fund of €741,820 was created for the same purpose. That decision was, however, quashed by the Lawrence Gonzi-led Cabinet as a result of the planning appeal process, even though the Environment and Planning Review Tribunal  in an 11-page recommendation, explained why the original decision was to be confirmed.

The decision to create this latest ad hoc fund is symbolic in that it recognises the Freeport’s negative impact on the local community. It will not, however, have any substantial effect. It is just a symbolic recognition of the fact that the contribution of the Freeport Terminal to Malta’s economic growth is being achieved at the expense of the quality of life of Birżebbuġa residents.

It  is known that a number of residential properties in the area closest to the terminal have been vacant for a considerable time, as the noise generated through its operation is at times unbearable, irrespective of the time of day.

This is certainly a major failure of land-use planning in Malta, a failure that will be compounded in the coming months when other major planning decisions –  such as the gas storage facilities for the Delimara Power Station just across the bay from the Freeport Terminal – come into operation.

The transformation of Marsaxlokk Bay into an industrial port is now practically complete and, gradually, a substantial number of residents will be squeezed out.  It is the same process as that experienced by the Three Cities at Cottonera as a result of the activities of Malta Drydocks. The results can be seen by all.  Soon, the shedding of crocodile tears will commence and then the rehabilitation of Marsaxlokk Bay may possibly be planned.

originally published in The Malta Independent on Sunday – 13 December 2015

Meta tagħżaq fl-ilma

Il-bieraħ kont mistieden mill-Forum Ħbieb tal-Cottonera u Flimkien għal Ambjent Aħjar biex nindirizza konferenza tal-aħbarijiet dwar kif fil-Cottonera hemm il-biża’ li viżjoni ser tispiċċa delużjoni.

Il-Forum huwa immexxi mill-Membru Parlamentari Laburista Stefan Buontempo.

Għall-Forum fil-konferenza tkellem Keith Caruana filwaqt li Astrid Vella tkellmet għall FAA.

Għalija r-riabilitazzjoni tal-Cottonera falliet għax iffokat esklussivament fuq l-aspett fiżiku u ma ngħatatx attenzjoni lill-qasam soċjali u ekonomiku. Filwaqt li bħalissa kulħadd ifajjar dwar kemm huwa importanti l-iżvilupp sostenibbli ftit jifhmu li dawn m’humiex tlett oqsma li tagħżel minnhom skont kemm jogħġbok. Huma tlett ingredjenti essenzjali li flimkien huma meħtieġa biex żvilupp ikun aċċettabbli.

Ir-riabilitazzjoni tal-Cottonera, u wara kollox kważi kull riġenerazzjoni fl-ibliet u l-irħula tagħna, iffokat fuq l-aspett fiżiku prinċipalment dwar issues ta’ Housing. Li ġara ġeneralment kien li problemi f’naħa ġew trasportati f’naħa jew lokal ieħor iżda f’bini ġdid.

Ir-riabilitazzjoni trid tindirizza l-issues b’mod olistiku. Hemm ħtieġa li jissewwa t-tessut soċjali. Hemm bżonn li tinbena mill-ġdid il-ħajja ekonomika. Dawn flimkien mat-titjib fiżiku jistgħu jkunu għodda addattati għar-riabilitazzjoni tal-Cottonera. Mingħajr ma jkunx hemm it-tlett ingredjenti qed nagħżqu fl-ilma.