Il-mina t’Għawdex: ħmar il-lejl

Il-Ministru Ian Borg, iktar kmieni din il-ġimgħa, infurmana li kien qed jaħdem biex iwettaq il-ħolma ta’ diversi Għawdxin billi jmexxi l-quddiem il-proċess tal-mina taħt qiegħ il-baħar bejn Malta u Għawdex. Wara dibattitu li ilu għaddej is-snin hu ċar li iktar milli jwettaq il-ħolm ikun aħjar jekk Ian Borg jipprepara ruħu għal ħmar il-lejl.

Saru studji ġejoloġiċi imma lanqas il-konklużjonijiet ġenerali dwarhom ma nafu. Għadhom mistura qieshom xi sigriet tal-istat. Tliet snin ilu l-ġejoloġista Peter Gatt kien ġibed l-attenzjoni għall-fatt li l-mina tal-Enemalta bejn il-power station tal-Marsa u Delimara kienet swiet id-doppju ta’ dak ippjanat u dan minħabba kollass tal-blat f’diversi punti matul il-mina nnifisha. Dan kien seħħ bħala riżultat tan-nuqqas ta’ informazzjoni ġejoloġika meta ġiet imfassla l-mina. Kieku dan kellu jseħħ waqt li jkun għaddej ix-xogħol fuq il-mina bejn Malta u Għawdex hu inevitabbli li jkollna problemi kbar, inkluż possibilment numru ta’ mwiet.

Hu fatt magħruf li fil-Fliegu hemm diversi kisriet ġejoloġiċi (geological faults). Tajjeb li nirrealizzaw li tnejn mill-proposti għall-mina, li saru minn Mott MacDonald, il-konsulenti ta’ Transport Malta, jgħaddu minn dawn il-kisriet.

Li jkunu eżaminati l-kampjuni tal-blat f’laboratorju, anke jekk għal ftit ġimgħat, bla dubju jżid l-għarfien tal-ġejoloġija taż-żona imma dan mhux biżżejjed biex fuqu jittieħdu deċiżjonijiet dwar id-diżinn tal-proġett. Biżżejjed nifhmu li minkejja l-istudji ġejoloġiċi dettaljati fuq numru kbir ta’ snin, ix-xogħol fuq il-mina bejn l-Ingilterra u Franza, iċ-Channel Tunnel, kellu jieqaf u jkun devjat diversi drabi minħabba li t-tħaffir iltaqa’ ma problemi ġejoloġici li ma kien hemm l-ebda indikazzjoni tagħhom fl-istudji dettaljati!

L-istudji serji jieħdu ż-żmien biex isiru: ma jistgħux ikunu mgħaġġla minħabba data determinata minn agenda politika.

Tliet snin ilu, Transport Malta, flimkien mal-Kamra tal-Kummerċ Għawdxija kkummissjonaw studju ekonomiku, ferm qabel ma biss bdew l-istudji ġejoloġiċi. L-istudju kien intitolat Establishing a Permanent Link between the Island of Gozo and Mainland Malta: An Economic Cost Benefit Analysis of Available Strategic Options, li kien sar minn E-Cubed Consultants. Dan l-istudju kien argumenta li t-traffiku bejn il-gżejjer kien ipproġettat li fuq perjodu ta’ 15il sena jiżdied minn medja ta’ 3000 moviment kuljum għal 9000 moviment kuljum. Argument li jmur kontra l-Pjan Nazzjonali għat-Trasport approvat fl-2015 ukoll.

Il-mina proposta teħtieġ ammont kritiku ta’ movimenti ta’ karozzi li jħallsu biex jgħaddu mill-mina u per konsegwenza minn fuqhom jinġabru l-ispejjes tal-mina kif ukoll il-profitti tal-operaturi. Fi ftit kliem il-mina, biex tirnexxi tiddependi minn moviment kbir ta’ karozzi kuljum. Dan imur kontra l-politika dwar it-trasport tal-lum, li ta’ l-inqas fuq il-karta, timmira għal tnaqqis ta’ karozzi mit-toroq tagħna. Din hi materja li bla dubju għandha tkun eżaminat mill-istudju fuq l-impatti ambjentali (EIA) dwar il-mina proposta. Dan l-istudju għadu fl-istadji inizzjali tiegħu u dan wara li l-Awtorità dwar l-Ambjent u r-Riżorsi ftit ġimgħat ilu approvat dak li għandu jkun indirizzat (terms of reference) minn dan l-istudju. L-EIA hu stadju essenzjali li minnu jeħtieġ li jgħaddi l-proġett.

Għaldaqstant, kien irresponsabbli l-Ministru tat-Trasport, meta, iktar kmieni din il-ġimgħa, ħabbar li fi żmien sitt xhur kienet ħierġa sejħa internazzjonali għall-offerti għall-mina bejn Malta u Għawdex. Dan ifisser li dawn l-istudji huma irrelevanti? Fl-opinjoni tiegħi il-Ministru  qiegħed jagħti  dan il-messaġġ ċar u tond.

Din hi l-agħar forma ta’ governanza ħażina għax jimmina l-isforzi tal-awtoritajiet fil-qadi ta’ dmirijiethom. B’dan il-ħsieb jiena ktibt lill-Ombudsman u tlabtu jinvestiga dan in-nuqqas ta’ governanza tajba. Il-Gvern għandu jkollu l-paċenzja li jistenna sakemm ikunu konklużi l-istudji ambjentali qabel ma jieħu d-deċiżjonijiet.

 

Ippubblikat fuq Illum : Il-Ħadd 16 ta’ Diċembru 2018

Advertisements

Gozo tunnel nightmares

Minister Ian Borg informed us, earlier this week, that he seeks to turn into reality a Gozitan “long-held dream” by starting the process for a Malta-Gozo tunnel below the seabed. After debating the matter for years, it is clear that rather more than dreams, Ian Borg should prepare himself for a nightmare.

Geological studies have now been carried out and the results therof are being treated as some state secret. Three years ago, geologist Peter Gatt had drawn attention to the fact that the Enemalta tunnel between the Marsa power station and Delimara had a cost overrun of 100 per cent as a result of rock collapse along several points of the tunnel. This had occurred due to inadequate geological information fed into the design process. If the same were to happen during the Malta-Gozo tunnel works, a series of disasters, including possibly loss of life, would be inevitable.

It is a known fact that the Gozo channel is full of geological faults. It is pertinent to note that two of the tunnel options put forward by Transport Malta advisors Mott MacDonald pass through an active fault in the Gozo channel.

Taking borehole samples and examining them in a laboratory over a few weeks certainly increases our knowledge of the geology of the area but it is nowhere near the sufficient knowledge on the basis of which one can conclude the design parameters of the project. Suffice it to point out that notwithstanding the detailed geological studies spanning over many years and underpinning planning for the Channel Tunnel linking Folkestone in Kent and Coquelles near Calais, the drilling of the tunnel had to be deviated at certain points because of unpredicted geological formations.

Serious studies take years to conclude: they cannot be rushed to meet a deadline set by a political agenda.

Feasibility studies have been carried out some time ago, long before the geological studies were even taken in hand. Three years ago, the Gozo Business Chamber in conjunction with Transport Malta commissioned a study entitled Establishing a Permanent Link between the Island of Gozo and Mainland Malta: An Economic Cost Benefit Analysis of Available Strategic Options. In the study, which was carried out by E-Cubed Consultants, it was argued that the average annual daily traffic (AADT) between the islands is projected to increase from 3000 to 9000 vehicle movements over a 15-year period.

This feasibility study makes assumptions which run counter to the National Transport Master Plan objective of reducing cars from our roads.

Basically, the proposed tunnel requires a critical mass of vehicular movements which would be subject to the payment of a toll and hence contribute to the recovery of the capital outlay, maintenance costs and profits. This runs counter to current Maltese Transport policy, which (at least on paper) aims to reduce the use of private cars from our roads.

This is an issue which would undoubtedly be examined by the Environmental Impact Assessment (EIA) on the proposed Tunnel which study is currently in its initial stages after the Environment and Resources Authority recently approved the terms of reference of such a study. The EIA is an essential stage of the assessment of the project.

It was therefore irresponsible for the Minister of Transport, earlier this week, to announce that within six months an international call for tenders would be issued relative to the Malta-Gozo undersea Tunnel. Does this mean that the government considers the EIA irrelevant? This, in my opinion is the clear message being conveyed.

It is the worst form of bad governance as it undermines the efforts of the established authorities in carrying out their responsibilities. With this in mind, I have written to the Ombudsman and asked him to investigate this breach of good governance. Government should have the patience of awaiting the outcome of the EIA before taking any further decisions.

published in The Malta Independent on Sunday : 16 December 2018

Il-mina bejn Malta u Għawdex

Gozo_tunnel_route_alignment_options

 

Ma nafx jekk il-Ministru tal-Finanzi kienx jaf x’inhu jgħid meta qal li l-feasibility study “ikkummissjonat minn Transport Malta u l-Gozo Business Chamber” dwar il-mina bejn Malta u Għawdex kien lest. Imbagħad fis-sentenza ta’ wara jgħidilna li l-pass li jmiss issa huwa l-istudju tekniku u ġeoloġiku dwar il-mina.

Il-mistoqsija toħroġ waħedha: kif tista’ tagħmel feasibility study sura, jiġifieri studju dwar jekk jaqbilx li jsir il-proġett, meta għadek ma lestejtx l-iktar studju importanti: dak ġeoloġiku.

Dan ilu żmien jingħad minn kull min jaf l-affarijiet.

Jiena ktibt dwar dan kważi ħames snin ilu.

Iktar importanti milli ktibt jien, illum tkellem mat-Times il-ġeoloġista Peter Gatt. Tkellem ukoll mat-Times nhar it-3 ta’ Frar 2011.

Dr Peter Gatt jispjega fit-Times tal-lum għaliex qabel ma jsir l-istudju ġeoloġiku ma tista’ tikkonkludi xejn. Dan l-istudju hu “a vital first step”. Dan minħabba li l-istudju ġeoloġiku, jekk isir sewwa, jidentifika l-problemi ġeoloġiċi fuq ir-rotta li tkun ser titħaffer. Min-naħa l-oħra, jispjega Dr Gatt, jekk l-istudju ma jsirx, jew ma jsirx sewwa l-ispejjes tal-proġett jimmoltiplikaw. Kif ġara, jgħidilna Dr Gatt, fil-mina bejn Delimara u l-Marsa [bejn iż-żewġ power stations] li swiet id-doppju ta’ dak ippjanat minħabba li, billi ma kienx hemm informazzjoni ġeoloġika adegwata f’idejn min fassal il-proġett, kien hemm kollass tal-blat f’diversi partijiet tal-mina.

Dr Gatt isemmi l-eżempju tal-istudju ġeoloġiku li sar bi preparazzjoni għaċ-Channel Tunnel bejn l-Ingilterra u Franza. Dan l-istudju dam 50 sena biex sar u minkejja dan, l-ispiża taċ-Channel Tunnel xorta varjat bi 80% mill-istima oriġinali.

Meta wieħed iqis dan kollu ma nafx x’feasibility study sar!

Qalulna ukoll (mhux fil-baġit) li l-mina ser tiġi tiswa madwar €250 miljun. Meta tqis l-ispejjes li jistgħu jkunu meħtieġa minħabba l-kundizzjonijiet ġeoloġiċi taħt il-Fliegu bejn Malta u Għawdex, naħseb li din l-istima hi baxxa ħafna. Fil-fatt jiena fl-artiklu tiegħi tal-2011 kont għidt li probabbilment li l-ispiża tkun bejn €1 biljun u €1.5 biljun. Dan kont ibbażajtu fuq l-ispiża stmata għall-mina bejn il-gżira Daniża ta’ Lolland u l-gżira Ġermaniża ta’ Fehmarn li kienet qed tkun diskussa f’dak iż-żmien. Għalkemm dawn huma stimi imma xorta hemm diskrepanza kbira li mhiex ġustfikata.

Hemm dawn il-problemi kollha u għandna ma bdejniex nitkellmu dwar impatti ambjentali, li minnhom hemm bosta.

Il-mina, biex issir, ser tiġġenera kwantità kbira ta’ blat imqatta. Dan ivarja skond id-diżinn u jista’ jammonta sa żewġ miljun metri kubi ta’ blat. Hemm ukoll is-siti Natura 2000 li qegħdin viċin ħafna taż-żona fejn ser tiżbokka l-mina fl-inħawi taċ-Ċumnija limiti tal-Mellieħa.

Imma l-feasibility study lest, qalilna l-Ministru!

The right link that remains missing

The proposal by Franco Mercieca (Minding Our Gap, The Sunday Times, January 23) and Parliamentary Secretary Chris Said (Light At The End Of The Tunnel, The Times, January 31) to permanently link Malta and Gozo need to be considered in a strategic context.

Various proposals have been discussed throughout the years addressing Gozo’s double insularity. While the difficulties encountered by Gozitans to cross the channel are to be addressed it has to be underlined that if a permanent link is introduced it may have various other effects in addition to addressing mobility between the islands.

None of the proposals has assessed whether Gozo’s isolation is a positive feature, which, once lost, will never be regained.

Once Gozo is permanently linked with the mainland it will be an integral part of it, for better or worse. In particular, one would have to consider whether a permanent link would impact negatively the contribution of tourism towards the Gozitan economy.

Certainly, with an easier access, Gozitan consumers could tap the retail outlets of northern Malta. With Dr Said being responsible for consumer protection this could be an added bonus.

Whether the proposal is a bridge or a tunnel, a land based or an amphibious airplane. all come at a cost and leave considerable impacts. Costs are not just economic but social and environmental too.

A tunnel excavated below the seabed will undoubtedly eliminate visual intrusion into the Comino and Ċirkewwa landscape but it will certainly cause another rubble mountain resulting from excavating through at least six kilometres of rock under the seabed as well as additional kilometres to create the tunnel’s points of access on land. This rubble mountain could be anything between 1.5 and two million cubic metres of excavated rock depending on the actual design of the tunnel and its selected route.

The experience of various Nordic countries has been mentioned. At the time of writing a similar project has just been approved by the Danish Parliament to link the Danish island of Lolland to Fehmarn, a German island. Both islands are already linked through bridges to their respective countries. When finalised, this project would reduce the duration of a rail journey between Hamburg and Copenhagen by 33 per cent, from 4.5 hours to three hours. The tunnel will be 18 kilometres long. Works are projected to commence in 2014 and will take about six years to conclude. Costs are estimated to be in the region of 32 billion kroner, that is €4.2 billion. The projected tunnel across the Fehmarn strait will not be of the excavated type but prefabricated sections will be laid on the seabed.

The costs of these types of projects are indicative as there are a lot of variables involved. The Channel Tunnel between England and France, for example, overshot its final estimates based on actual designs by over 80 per cent.

Geologist Peter Gatt, commenting on The Times (February 3), pointed out that the Gozo Channel’s geology is riddled with faults. In addition, he pointed out there are areas of the seabed around Comino where clay abounds. This, it was pointed out, compounds the issue of expenses relative to civil engineering solutions, which have to be based on a thorough examination of the geology of the Gozo Channel.

There are a large number of caves in the areas. In addition, as pointed out by marine biologists, the Gozo Channel contains various marine protected areas.

On the basis of the above, it would seem the cost of the projected tunnel would be substantially higher than the €150 million guesstimate of Dr Said. The Fehmarn strait projected tunnel costings point towards an estimate of between €1 billion and €1.5 billion for the Gozo Channel tunnel, that is between six and 10 times the Said guesstimate. This estimate could become more precise when all the constraints, foremost being those of a geological and environmental nature, have been identified.

The government is unfortunately approaching the issue of identifying the suitable missing link between Malta and Gozo in a very amateurish and populist manner. It has so far failed to produce a strategy addressing the interlinking of transport between Gozo and the north of Malta. When such a strategy has been produced it should be subjected to a strategic assessment as laid down by the Strategic Environment Assessment Directive of the European Union. The social, environmental and economic impacts of the various options on both Malta as a whole and Gozo as a region would thus have been identified and analysed.

The necessary decision can then be taken in the interest of the whole community.

It has to be clear to all that if we are to arrive at a solution in identifying the suitable missing link the populist approach utilised so far should be discarded.

Published in The Times of Malta, February 12, 2011