L-Ippjanar rasu l-isfel

Nhar l-Erbgħa, l-Kumitat Parlamentari dwar l-Ambjent u l-Ippjanar beda d-diskussjoni dwar jekk għandux ikun hemm tibdil fil-politika dwar il-pompi tal-petrol (u d-disil) (Fuel Service Stations Policy) tal-Awtorità tal-Ippjanar. Bla dubju kien xprunat mid-deċiżjonijiet riċenti tal-istess awtorità dwar pompi tal-petrol f’f’Burmarrad, Marsaskala u l-Magħtab. Hemm applikazzjonijiet pendenti għal pompi ġodda f’Ħ’Attard, l-Imqabba u l-Iklin fil-waqt li hemm madwar 60 pompa oħra qed jistennew il-permessi mill-Awtorità tal-Ippjanar biex itejbu l-faċilitajiet inkluż protezzjoni ambjentali u dan minn total eżistenti ta’ 85 pompa.

Il-kummenti validi kienu bosta. Ikkonċentraw l-iktar fuq il-ħtieġa li l-pompi tal-petrol fiż-żona urbana jingħalqu u li dawn jiċċaqalqu xi mkien ieħor. Ftit iżda kien hemm ħeġġa biex tkun diskussa l-qalba tal-materja: xi bżonn għandna tal-pompi tal-petrol?

Madwar ħames xhur ilu, il-Prim Ministru, wara li għal darba oħra ħares ħarsa sewwa lejn il-Manifest Elettorali ta’ Alternattiva Demokratika tal-2017, ħabbar, li l-Gvern immexxi minnu kien ser jagħti bidu għal process ta’ konsultazzjoni pubblika. Dan biex jistabilixxi data minn meta karozzi li jaħdmu bil-petrol u d-disil ma jkunux jistgħu jinbiegħu iktar biex minflok ikollna karozzi li jaħdmu bl-elettriku. Ma smajna xejn iktar dwar dan ħlief artiklu miktub mill-Ministru tat-Trasport Ian Borg entużjażmat li fis-snin li ġejjin ser nimxu fuq il-passi ta’ pajjiżi Ewropej oħra.

Il-Prim Ministru, bir-raġun kollu emfasizza li din il-bidla fil-politika tal-Gvern kienet meħtieġa minħabba li l-emmissjonijiet tal-karozzi kienu l-ikbar sors ta’ tniġġiż tal-arja fil-pajjiż. Għalfejn dan id-dewmien kollu biex ikunu stabiliti u mħabbra d-dettalji ta’ din id-deċiżjoni tajba? Uħud mill-pajjiżi Ewropej ilhom żmien li għamlu dan. In-Norveġja u l-Olanda stabilew is-sena 2025, il-Ġermanja qed tikkonsidra s-sena 2030, fil-waqt li Franza u r-Renju Unit huma mħajra għas-sena 2040 biex iwaqqfu l-bejgħ ta’ karozzi li jaħdmu bil-petrol u d-disil.

Id-diskussjoni dwar il-politika li tikkonċerna l-pompi tal-petrol/disil għandha issir f’kuntest wiesgħa tal-politika tat-trasport inkluż l-elettrifikazzjoni tal-mezzi privati tat-trasport.

Il-punt ewlieni tad-diskussjoni huwa li bħala riżultat tal-elettrifikazzjoni n-numru ta’ pompi tal-petrol/disel meħtieġa mhux ser jiżdied imma ser jonqos fuq medda ta’ snin u dan sakemm jasal għal xejn jew kważi xejn. Allura għalfejn nibnu u ninkoraġixxu l-bini ta’ iktar pompi tal-petrol/disil? Ikun ferm iktar għaqli kieku l-investiment nindirizzawh lejn is-soluzzjoni tal-problemi, mhux lejn it-tkattir tagħhom!

Il-pompi tal-petrol eżistenti fiż-żoni urbani qed jintużaw bħala skuża biex jippruvaw jiġġustifikaw it-tħarbit ta’ 3000 metru kwadru ta’ art. Fil-fatt dan hu l-iskop ewlieni tal-politika dwar il-pompi tal-fjuwil approvata fl-2015.

Ma jkunx aħjar li flok ma jingħalqu l-pompi tal-petrol fl-abitat ikunu konvertiti f’lok fejn tiċċarġja l-batteriji tal-karozzi? Dawn il-pompi qegħdin fil-parti l-kbira tagħhom f’żoni ċentrali u huma ġeneralment ta’ qies żgħir. Kull pompa tal-petrol urbana li tkun salvata u konvertita biex fiha niċċarġjaw il-batteriji tfisser ukoll li nkunu salvajna 3000 metru kwadru ta’ art minn spekulazzjoni. Fl-istess ħin inkunu qed nippovdu servizz li ser ikun essenzjali eżatt fejn hu meħtieġ.

Dan ikun użu tajjeb għall-investiment, aħjar milli jintuża f’bini ta’ pompi ġodda barra miż-żona ta’ l-iżvilupp. Jekk dan isir inkunu qed nittrasformaw problema eżistenti f’diversi lokalitajiet f’soluzzjoni addattata għall-bini tal-infrastruttura meħtieġa għall-eletrifikazzjoni tat-trasport privat f’Malta.

Dan ovvjament ifisser li nkunu qed naqilbu ta’ taħt fuq il-politika dwar il-pompi tal-fjuwil. Flok ma nużaw il-pompi urbani bħala skuża biex tkun ġustifikata l-ispekulazzjoni tal-art inkunu qed nagħtu spinta tajba lill-ħarsien ambjentali.

Hu eżattament dan li għandna bżonn f’dan il-mument: naqilbu l-ippjanar rasu l-isfel.

 

Ippubblikat fuq Illum : Il-Ħadd 4 ta’ Frar 2018

 

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Turning the Fuel Service Stations Policy on its head

Last Wednesday, the Parliamentary Environment and Land Use Planning Committee discussed the possible revision of the Fuel Service Stations Policy. The three development permits issued in the past weeks by the Planning Authority for fuel service stations at Burmarrad, Marsaskala and Magħtab without doubt was the spark that motivated the discussion. Among the pending applications, Attard, Mqabba and Iklin are queuing for new service stations, while over 60 more, from a current total of 85 stations are awaiting the Planning Authority go-ahead for upgrading.

A number of valid observations were made. Most of the discussion dealt with the need to relocate service stations currently within urban areas but there was, however, a reluctance to address head-on the real issue: do we need fuel service stations?

Almost five months ago, the Prime Minister – taking a leaf from Alternattiva Demokratika’s 2017 election manifesto – announced that his government will be launching a public consultation to establish a cut-off date for the sale of diesel and petrol cars in Malta and the use of only electricity-driven vehicles instead. We have not heard much more about this proposal, apart for an article by Transport Minister Ian Borg who wrote about following in the footsteps of other European countries in “phasing out new petrol and diesel vehicles in the next few decades”.

The Prime Minister has rightly emphasised that this change in policy is required in view of the fact that vehicle emissions are the largest source of pollution in Malta, but why wait so long to put flesh on the bare bones of the declared policy? Other European countries have already determined their cut-off date. Norway and the Netherlands are considering the year 2025, Germany is considering 2030, while France and the United Kingdom are opting for the year 2040 by which to halt the sale of diesel and petrol vehicles.

Revisiting the Fuel Service Stations Policy should not be discussed in a vacuum. It has to be placed in the context of related transport policies and in particular the fact (hopefully) that Malta should now be going electric.

The main issue clearly is that, as a result of going electric, the number of fuel service stations required will at some point in the future – hopefully the not so very distant future – will be next to nil. So why build more of them? Why encourage investment in something that is not needed? It would be much better to channel investment into resolving problems instead of adding to them.

The relocation of urban area fuel service stations – the main thrust of the Fuel Service Stations Policy approved in 2015 – is being used to justify the uptake of 3,000 square metres of land. But instead of relocating the existing service stations in urban areas, would it not be much better if these were converted into charging stations? These service stations are centrally located and mostly of a relatively small size. Every conversion one into a charging station would potentially save 3000 square metres of land in the middle of nowhere and simultaneously provide the service of electrically charging vehicles right where that service is required: in our urban areas.

It is towards the conversion of these fuel stations that investment should be channelled. They can be transformed from being a problem in our residential communities to being an integral and focal part of the strategy to develop a suitable, reliable and – above all – sustainable infrastructure so necessary for the electrification of private transport.

This would obviously turn the Fuel Service Stations policy upside down. Instead of using urban service stations as an excuse to trigger more land speculation, it is about time to inject some environmental considerations right where they are most needed.

This is what we need right now: the turning of the Fuel Service Stations Policy on its head.

 

published on the Malta Independent on Sunday : 4 February 2018

New Petrol Stations: immediate moratorium needed

For a short period of time, the number of new petrol stations in Malta was on the decline but recently this trend has reversed, undoubtedly as a result of the Planning Authority 2015 Fuel Service Station Policy.

New petrol stations are mushrooming all over the place, and not only is it easier to obtain a development permit to construct a petrol station but you get the added “concession” to ruin up to 3,000 square metres of surrounding land.

Those proposing the development of new petrol stations claim to be doing us a favour. They argue that the increasing number of cars on the road necessitates more and more petrol stations. The number of petrol stations in the Maltese islands currently stands at around 80 and new ones are mushrooming, undoubtedly fuelled by the 3,000 square metres permissible footprint in the 2015 planning policy.

It is submitted that the policy on the development of fuel stations should complement the policy on the phasing out of internal combustion engines and an immediate moratorium on the development of new petrol stations is essential.

During the 2017 General Election campaign, Alternattiva Demokratika proposed the phasing out of vehicles running on internal combustion engines in Malta over a 20-year period. This time-frame was deemed sufficient to develop an infrastructure for electric-driven cars. It was also deemed to be a reasonable time-frame to permit those who possessed vehicles running on internal combustion engines to adjust to a new reality without petrol or diesel.

This position was also taken up by the Labour government in Malta after the June election. However the details have not yet been determined.

Various other countries have decided on, or are considering, eliminating internal combustion engine driven vehicles from their roads, including Norway (by 2025), the Netherlands (by 2025), Germany (by 2030), France (by 2040), the United Kingdom (by 2040), India (by 2040) and China (by 2040). Others will soon inevitably follow.

In addition, car manufacturers are considering shifting to a manufacturing mode that will only produce hybrid or fully electric cars. Volvo will proceed on such a path by 2019 and no doubt others will follow fast on Volvo’s heels.

Within this context, does it make any sense to continue issuing development permits for more petrol stations?

We need an in-depth examination of transport related policies. It is clear to everyone  that our roads are bursting at the seams and that the further development of our road infrastructure is opening up our roads to more cars, as a consequence adding to our pollution problems and simultaneously making our accessibility worse.

An overhaul of Malta’s transport policies should seek to promote sustainable transport policies thereby reducing the number of cars on our roads.

Yesterday, I addressed a press conference on the site of the proposed extension to the road network at Attard. This project, when implemented, will take up valuable irrigated agricultural land. This is one more instance which will increase the number of cars on our roads, gobble up agricultural land and ruin the life of full time farmers.

Transport policy on these islands seems to be multi-directional, sending mixed signals in all directions. Some coherence is required. Establishing a moratorium on the construction of new petrol stations and establishing a date by which internal combustion engine driven vehicles are phased out from our roads would be a good first step. This should then be followed by ending the crazy spree of the development of new roads.

It is a process which will lead us to reclaim our roads for our own use, but then it will take some time.

published in The Malta Independent on Sunday : 3 December 2017

Tax avoidance: does Malta play a role?

basf-malta

On 30 August, the European Union, through Competition Commissioner Margrethe Vestager, ordered Apple Corporation to pay €13 billion in unpaid taxes to the Irish state.  The EU ruling considered that the special tax treatment of Apple, whose tax bill was substantially reduced, amounted to unlawful state aid.

In November 2014, through Luxleaks, we learnt of tax avoidance schemes in Luxembourg and elsewhere, as a result of which billions of euros in tax were being avoided by multinational corporations.

The EU has subsequently launched various investigations into the favourable tax treatment which Luxembourg, The Netherlands and Belgium have granted to various multinationals.

As a contribution to the on-going debate on tax avoidance in the EU, the Green Group in the European Parliament has recently published a study on the tax avoidance strategies adopted by the industrial giant BASF, the largest chemical company in the world.

Founded in 1865, BASF has its headquarters in Ludwigshafen, Germany, from where it manages a €70.4 billion turnover with production sites in 80 countries.

Malta features in this report together with Belgium, the Netherlands and Switzerland.

Over the years, BASF has used mismatches in national tax systems in order to avoid paying its taxes. It is estimated that, over a five-year period spanning 2010 to 2014, BASF avoided the payment of close to one billion euros in taxes.

Chapter VIII of the report, published by the Green Group in the European Parliament, deals with Malta. It refers to the existence of a BASF subsidiary in Malta which held €5.07 billion in assets. These assets where transferred to a new German subsidiary, BASF Finance Malta GMBH, which was managed from an office in St Julian’s, thereby creating the eligibility for preferential tax treatment which could amount to as much as a refund of six-sevenths of all tax payable in Malta.

All this is a clearly planned movement of profits through generous loopholes as a way of avoiding most of, if not all, of the taxation which would be due under normal circumstances.

This abuse of the differences in national tax systems needs to be addressed urgently. As rightly stated by Malta’s Finance Minister Edward Scicluna at a Luxembourg ECOFIN meeting last September, the way forward lies in coordination at an EU level and not in the harmonisation of the national taxation systems, as some EU member states are insisting.

Tax competition has a role to play as an important tool that small and peripheral countries in the EU have at their disposal. No one should expect these countries to throw away the small advantage they have, but it should be clear that this should be used responsibly and in no way should it buttress the urge of multinationals to circumvent the national taxation system where their profits are generated.

Profits should be taxed where they are actually generated and not elsewhere. The EU needs to end – once and for all – not only tax evasion but also tax avoidance resulting from loopholes in national tax rules. For this to happen, the member states must not only be vigilant, but must also refrain from encouraging tax avoidance through the creation of more loopholes.

Tackling tax evasion and tax avoidance seriously will mean that taxes are paid where they are due, thereby funding the services and infrastructure that is required in a modern, civilised society. This can only happen if more companies pay their dues. Tax competition need not be a race to the bottom.

published in The Malta Independent on Sunday – 4 December 2016

Il-libertà tal-moviment tal-persuni fl-Unjoni Ewropeja u r-Renju Unit

freedom of movement of persons

Waħda mill-affarijiet li ħarġet ċara mis-Summit tal-Unjoni Ewropeja tal-bieraħ hi li l-benefiċċju tal-aċċess għas-suq wiehed mhuwiex mingħajr responsabbiltajiet. Ilha ċara imma hemm għamel ta’ bir-ruħu mod ieħor.

L-aċċess għas-suq wieħed Ewropew iġib miegħu numru ta’ responsabbiltajiet bażiċi. Waħda minn dawn hi l-aċċettazzjoni ta’ dawk li nirreferu għalihom bħala l-erba’ libertaijiet  [the four freedoms] : il-libertà tal-moviment liberu tal-merkanzija, tal-kapital, tas-servizzi u tan-nies.

Ir-Renju Unit irid jillimita l-libertà tal-moviment liberu tan-nies.

Għadhom ma fehmux li r-regoli mhumiex a la carte. Għax dawn huma prinċipji fundamentali li fuqhom hi mibnija l-Unjoni Ewropeja.

Stimi jindikaw li fir-Renju Unit hemm 3.3 miljun ċittadin mis-27 pajjiżi l-oħra membri tal-Unjoni Ewropeja li minnhom 2.1 miljun qed jaħdmu.

Min-naħa l-oħra hemm 1.2 miljun ċittadin mir-Renju Unit li qed jgħixu fis-27 pajjiż membri tal-Unjoni Ewropeja. L-ikbar komunitajiet qegħdin fi Spanja ( 309,000), l-Irlanda ( 255,000), Franza (185,000) u l-Ġermanja ( 103,000). 800,000 huma ħaddiema u d-dipendenti tagħhom fil-waqt li 400,000 huma pensjonanti.

Skond iċ-ċensiment tal-2011 kien hawn 6,652 ċittadin tar-Renju Unit jgħixu f’Malta. Nafu ukoll li madwar 28,000 Malti kellhom dritt tal-vot fir-referendum tar-Renju Unit.

 

 

Gozo Channel: tunnelling discounts

discounts

 

When the current Gozo Channel tunnel debate was initiated around five years ago, the then Minister Chris Said went on record to emphasise that the proposed tunnel, to be bored under the seabed would cost approximately €150 million. This estimate has now been upped to €300 million.

This is one of the basic assumptions underlying the study commissioned by Transport Malta, together with the Gozo Business Chamber, and carried out by E Cubed Consultants Ltd, commonly referred to as the “economic and financial feasibility study”.

The study makes interesting reading as it considers the economics of the so-called permanent link between the islands of Gozo and Malta. I respectfully submit that the conclusions of this study are as valid as the basic assumptions which underpin it.

I draw the attention of readers to the fact that proposals for various tunnels are currently under consideration in other countries.

The first is the proposed Trans-Pennine tunnel, intended to improve the transport links between Sheffield and Manchester in the UK. The ambitious 18- mile (29km) tunnel would be built under the A628 Woodhead Pass. After having established that the geology of the Pennines was suitable for such a project, it was estimated that the approximate cost would be a staggering £6 billion (€8.40 billion).

The second UK project is the much-debated and controversial tunnel at Stonehenge. Intended to upgrade the A303 road, it is projected to have a length of 1.8 miles (2.9 km) and is currently estimated to cost £490 million (€700 million).

Another projected tunnel, recently given the green light, will pass between the Danish island of Lolland and the German island of Fehmarn. Construction work on this 19 km tunnel should start next January and it is estimated to cost €8.7 billion.

The estimates for the proposed tunnels in the United Kingdom indicate that the cost of a 10 km tunnel would exceed the €2 billion mark, even before taking into account the fact that excavating below the seabed would cost substantially more. In addition, the Danish/German tunnel indicates a pro-rata cost of €4.7 billion for a 10 kilometre tunnel.

In addition, the geological parameters below the Gozo Channel are still largely unknown: geological studies have to be carried out and examined in detail in order to establish the facts. Without these facts, the basic information necessary to take essential design decisions is still unavailable. What is known is worrying enough: the presence of active geological faults running right through the proposed route of the tunnel.

The study’s conclusions – that the proposed tunnel is economically viable – have  been reached prior to the carrying out of geological studies. Even the estimated costs used in the economic viability study have been established before these essential geological studies.

In this type of project, no estimate of costs can be precise – especially if it is not based on adequate and essential information.

This indicates that the conclusion of the economic viability study was premature.

In addition to the geological studies, additional important (and essential) studies have (as far as is known) not yet been commissioned. These include studies on the environmental impact, business impact and social impact.

Once concluded, such studies will inevitably point to other issues that will require detailed consideration, including the extent to which the projected permanent link between Malta and Gozo will toll the death knell for holiday accommodation in Gozo: hotels, flats and farmhouses.

The above indicates that, unless the promoters of the tunnel have some cast-iron guarantee of substantial discounts on the costs, the proposal is a non-starter even before any consideration of the environmental, business and social impact. It is about time to begin serious work on the practical alternative: a fast ferry service between Gozo and the Grand Harbour.

published in The Malta Independent on Sunday : 6 December 2015

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!

Għal darba oħra ……………… Lampedusa

smell the coffee

Żewġ traġedji f’ġimgħa. Fit-tieni waħda kienu protagonisti l-Forzi Armati ta’ Malta li salvaw mal-150 persuna mill-għarqa. Veru li għamlu dmirhom. Imma li jirnexxilek tagħmel dmirek f’ċirkustanzi bħal dawn hu ta’ sodisfazzjon mhux żgħir.

Din id-darba kien pożittiv ukoll l-atteġġjament tal-Prim Ministru Joseph Muscat. Hu ta’ sodisfazzjoni li bidel l-attitudni li kien ħa iktar kmieni din is-sena. Nittama li l-ħsara li laħqet saret tibda tissewwa. Dan jista’ jseħħ, iżda jieħu ż-żmien. Dejjem jekk il-bdil ta’ attitudni mhiex biss u sempliċiment bdil ta’ tattika.

Kif kien xieraq il-prijorita’ kienet li jsalvaw in-nies. Imma ġustament ġie emfasizzat li l-Unjoni Ewropeja teħtieġ li tiċċaqlaq.

Sal-lum id-dħul tal-immigranti m’hiex responsabbilta’ tal-Unjoni Ewropeja iżda tal-Istati membri individwali. Dan m’għandux jibqa’ hekk. Għax  l-istati fuq il-fruntiera tan-nofsinnhar tal-Ewropa (Malta, l-Italja, Spanja, l-Greċja u Ċipru) qed jerfgħu piż kbir li lkoll, kif nafu, ma jifilħux għalih.

Ir-responsabbilta’ għall-immigranti għandha tintrefa’ mill-Unjoni Ewropeja kollha, f’isem u għan-nom tal-istati membri kollha. Għax dak li jiġri mill-fruntiera l-ġewwa hu responsabbilta’ ta’ kulħadd, inkluż tagħna l-Maltin. Jiġifieri hu meħtieg li r-responsabbilta’ li tatna l-ġografija jgħinuna nerfgħuha.( Il-fruntiera mhiex importanti biss biex jinġabar dak dovut għad-dwana.)

Biex dan iseħħ hemm bżonn li jinbidlu r-regolamenti tal-Unjoni Ewropea magħrufin bħala Dublin II (magħrufa ukoll bħala l-Konvenzjoni ta’ Dublin). It-tibdil meħtieġ jagħmilha possibli li immigranti jiċċaqalqu mill-pajjiż fejn jaslu għal pajjiż ieħor fejn tkun tista’ tiġi ipproċessata t-talba tagħhom għal status ta’ refuġjat.

Alternattiva Demokratika ilha snin li ikkonvinċiet lill-partiti l-Ħodor Ewropej li din hi t-triq il-quddiem: triq li permezz tagħha r-responsabbilta’ li illum qed terfa’ Malta u l-istati l-oħra fuq il-fruntiera tan-nofsinnhar tal-Ewropa tibda  tintrefa’ minn kulhadd flimkien.

Imma mhux kulħadd jaqbel ma dan. Il-Partiti l-oħra fl-Ewropa s’issa ma qablux ma dan.

Il-Ġermanja, per eżempju hu wieħed minn 24 pajjiż fl-Unjoni Ewropeja li ma jridx jibdel l-affarijiet. Jippreferi  li d-deċiżjonijiet dwar kemm il-pajjiż jieħu refuġjati joħodhom hu. Fil-fatt fil-Ġermanja matul is-sena li qegħdin fiha ser ikunu ġew aċċettati 100,000 refuġjat.  Punt interessanti fl-aħbarijiet fi tmiem il-ġimgħa kien dak li intqal minn Katrin Göring-Eckardt co-leader ġdida tal-Ħodor Ġermaniżi li indikat li biex  id-diskussjonijiet dwar il-formazzjoni ta’ Gvern ġdid Ġermaniż bejn id-Demokristjani u l-Ħodor jipproċedu huwa essenzjali (fost ħafna affarijiet oħra) li jkun hemm tibdil fil-posizzjoni dwar l-immigrazzjoni attwalment f’idejn il-Ministru tal-Intern Hans  Peter Friedrich, allejat lemini ta’ Angela Merkel mis-CSU tal-Bavaria. (ara New York Times  tal-11 t’Ottubru 2013 : Sinking of Migrant Boat off Italy complicates politics in Germany).

Fid-dawl ta’ dan hu ċar li l-uġiegħ ta’ ras ta’ Joseph Muscat qabel ma jikkonvinċi lill-istituzzjonijiet Ewopej hi biex jikkonvinċi lil sħabu fil-partiti Soċjalisti Ewropej li minn fosthom hemm 10 Prim Ministri.  Jekk dawn jagħtuh l-appoġġ ikun iktar faċli li naslu bħala pajjiż. Imma ħlief Enrico Letta, Prim Ministru tal-Italja, s’issa l-ebda kap ta’ Gvern fl-Unjoni Ewropeja għadu ma esprima ruħu.

Ħafna drabi jsir l-iżball li ninsisitu b’qawwa kbira dwar x’għandha tagħmel l-Ewropa mingħajr ma nirrealizzaw li l-Ewropa hi aħna ukoll, kif ukoll dawk ta’ madwarna.

Alternattiva Demokratika diġa’ ħadet posizzjoni ċara dwar dan kollu. Għax aħna ukoll parti mill-Ewropa għamilna l-parti tagħna u wittejna t-triq. Wrejna li hu possibli li fuq livell ta’ Unjoni Ewropeja jkun hemm appoġġ biex ir-responsabbilta’ għall-immigranti li illum qed jintrefa minn Malta waħedha tibda jintrefa minn kulħadd. Il-Ħodor Ewropej bdew. Il-Ħodor Ewropej tawna l-appoġġ billi qablu ma ħtieġa ta’ riforma tal-Konvenzjoni ta’ Dublin bħala pass essenzjali biex ir-responsabbilta’ għall-immigranti nerfgħuha flimkien. Dan hu l-uniku mod li bih nistgħu naslu. B’solidarjeta’ ta’ vera.

kif ippubblikat fuq iNews it-Tnejn 14 t’Ottubru 2013

Learning to use chopsticks

chopsticks

We have been told that it is most worrying that China could acquire a share in our energy corporation. It is worrying, we are told, due to the strategic importance of the sector.

We tend to forget that Malta has plenty of foreign investments in other strategic sectors. Another one wouldn’t change much would it?

Our only airport is run by Austrians.

Gambling has been left to  Greek Intralot.  Banking is heavily influenced by global HSBC ironically originating from Hong Kong, the tip of the Chinese mainland.

The public  transport fiasco has an Anglo-German fingerprint through Arriva.

LPG Gas is controlled by Italians through GASCO.

The Freeport is controlled by a Franco-Turkish alliance for the next 65 years. (CMA-CGM and Yildirim Group)

When its Austria, Greece, Anglo-German interests, Italian investments, Franco -Turkish controls, or global HSBC then its globalisation.

The Chinese interest is part of the same process.

Obviously the details of the memorandum of understanding signed earlier this week are not yet known. Hence a proper discussion would have to wait until such details are known. There will surely be positive and negative impacts. China stands to gain. Whether Malta’s potential gains are adequate is still to be seen as we have only been fed titbits of information.

China obviously stands to gain through establishing a stronger foothold in Malta and within the EU.  Whether it will be similarly positive for Malta is still to be seen.

Some Chinese companies are world class. They provide stiff competition to international firms such as Lahmeyer International the one time consultants to the Malta Resources Authority and to Enemalta Corporation. Some of these Chinese companies have reached the same grade in World Bank blacklists !

We have been there before.

It may turn out not to be so difficult to learn to use chopsticks after all !

Ir-riżenja ta’ George Pullicino

Naf li qed noħlom meta ngħid li George Pullicino għandu jirreżenja. Imma naf ukoll li l-politika hi t-twettiq tal-ħolm.

Pullicino għandu jirreżenja għax arroganti u inkompetenti. Dwar l-arroganza tiegħu inkiteb ħafna matul il-perjodu li kien responsabbli għall-MEPA. L-agħar perjodu għal ħafna snin għall-ambjent f’pajjiżna.

Nhar is-7 t’Awissu 2012 il-Kummissjoni Ewropea ippubblikat rapport analitiku dwar kif qed titħaddem fis-27 pajjiż membru l-politika dwar l-immaniġjar tal-iskart. Dan ir-rapport hu intitolat Screening of Waste Management Performance of EU Member States.

F’dan ir-rapport Malta ġiet ikklassifikata fost dawk il-pajjiżi li għandhom deficit fi prattikament l-oqsma kollha tal-implimentazzjoni tal-politika tal-immaniġjar tal-iskart. Ir-rapport hu iktar iebes minn hekk, juża l-kliem implementation gap. Jiġifieri ghad baqa’ ħafna ħafna xi jsir biex il-paroli u l-fatti ma jibqgħux jikkuntrastaw!

Il-Greċja u l-Bulgarija biss ġew ikklassifikati agħar minn pajjiżna. Il-Greċja qegħda f’tarf ta’ kollass ekonomiku u l-Bulgarija mifnija bil-korruzzjoni! Il-Litwanja kklassifikati daqsna!

Dak ċertifikat!

Għal dawn l-aħħar tmien snin ir-responsabbilta’ politika għall-politika dwar l-iskart kienet ta’ George Pullicino.

Kienet responsabbilta li għaddhielu Lawrence Gonzi fl-ewwel Kabinett tiegħu. Responsabbilta’ li ħadha mingħand Ninu Zammit u għaddiha lil Pullicino f’Marzu 2004.

F’dawn it-tmien snin Pullicino iktar kien moħħu fil-konfront politiku bħal dak li infexx fih f’Marsaskala dwar l-Impjant ta’ Sant Antnin milli li jiżviluppa politika dwar l-iskart li taħdem għax hi aċċettata. Bl-arroganza tipika tiegħu rnexxielu jkisser il-possibilita ta’ kunsens mal-komunitajiet u tefa lura ħafna l-iżvilupp ta’ sens komunitarju fil-politika tal-immaniġjar tal-iskart. Ir-riperkussjonijiet għadhom qed jinħassu anke’  illum.

Hu veru li r-rapport tal-Kummissjoni Ewropea janalizza l-qagħda kif kienet sentejn ilu u dan għax jaħdem fuq statistika u rapporti li ilhom ftit ippubblikati. Imma dan ma jgħoddx biss għal pajjiżna. Jgħodd ukoll għal pajjiżi bħall-Awstrija, l-Olanda, id-Danimarka u l-Ġermanja li kienu fuq quddiem nett fil-klassifika u komplew jissaħħew!

Anke’ jekk imxejna ftit il-quddiem, ftit iktar milli jindika r-rapport, xorta għadna lura ħafna. Għal dan jaħti biss George Pullicino.

Ir-rapport juri falliment fil-parti l-kbira mill-kriterji addottati biex jitkejjel il-performance tal-pajjiżi membri tal-Unjoni Ewropea.

Dan hu ċertifikat ta’ falliment li għalih għandu jassumi responsabbilta politika l-Ministru George Pullicino. Jiġifieri għandu jkun raġel u jgħid “fallejt” u jirreżenja. Jagħmel il-wisa’ għal min jista’ jagħti kontribut pożittiv għall-implimentazzjoni tal-politika dwar l-iskart.