Mina : rovina

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

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

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

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

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

Il-mina proposta bejn Malta u Għawdex ser tkun tiddependi mill-karozzi w inġenji oħra li għax jagħmlu użu minnha jħallsu. Biex il-mina tagħmel sens ekonomiku n-numru ta’ karozzi u inġenji li jagħmlu użu mill-mina jrid ikun wieħed sostanzjali.  F’wieħed mill-istudji li saru u li hu pubbliku kien hemm estimu li l-moviment ta’ karozzi u inġenji oħra bejn Malta u Għawdex jiżdied bi tlett darbiet, minn tlett elef kuljum għal disat elef kuljum. L-istudju hu intitolat Establishing a Permanent Link between the Island of Gozo and Mainland Malta: An Economic Cost Benefit Analysis of Available Strategic Options u kien ikkummissjunat mill-Kamra tal-Kummerċ Għawdxija flimkien ma’ Transport Malta.

Jagħmel sens li l-karozzi li kull jum jiżdiedu fit-toroq Għawdxin jiżiedu bi tlett darbiet? It-toroq Għawdxin jifilħu għal dan? Għandna nissagrifikaw il-kwalità tal-arja f’Għawdex ukoll?  Jagħmel sens li nesportaw il-problemi tat-traffiku minn Malta għal Għawdex?  it-tweġiba ovvja għal kull waħda minn dawn il-mistoqsijiet hi: le, dan ma jagħmilx sens. Bosta minna huma konxji li anke illum, it-toroq Għawdxin diġa ma jifilħux għat-traffiku li jiġi minn Malta kuljum.

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

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

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

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

ippubblikata fuq Illum : 8 t’Awwissu 2021

The Gozo tunnel white elephant

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

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

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

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

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

The proposed Gozo tunnel is dependent on cars and other vehicles making use of it, consequently paying the relevant tolls. Maximising such vehicular use is crucial for the proposed tunnel to make any economic sense. One of the studies carried out, which is in the public domain, had estimated that the current daily movements of vehicles between Malta and Gozo should be trebled from 3000 daily movements to 9000 daily movements. The study entitled Establishing a Permanent Link between the Island of Gozo and Mainland Malta: An Economic Cost Benefit Analysis of Available Strategic Options was commissioned by the Gozo Business Chamber together with Transport Malta.

Does it make sense to treble the daily vehicle movements on Gozitan roads? Do Gozitan roads have that capacity? Should we sacrifice air quality in Gozo too? Does it make sense to export traffic problems from Malta to Gozo? The obvious answer to all these questions is a clear no. Most of us are aware that Gozitan roads are already bursting at the seams as a result of the vehicles crossing over at this point in time.

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

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

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

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

published in The Malta Independent on Sunday : 8 August 2021

Il-mina mhix soluzzjoni: hi problema

Il-mina li hi proposta taħt qiegħ il-baħar bejn Għawdex u Malta ser ikollha impatti negattivi konsiderevoli kemm fuq Għawdex kif ukoll fuq Malta. L-iżjed wieħed ovvju hu l-ġenerazzjoni ta’ madwar miljun u nofs metru kubu ta’ radam li ser jispiċċa fil-baħar. Dan ser jagħti bidu għal ħmar il-lejl ambjentali ieħor: għax l-iżviluppaturi ma baqgħalhomx fejn “jiżviluppaw” fuq l-art! Qed ifittxu l-ispazju. L-Awtorità dwar l-Ambjent u r-Riżorsi diġa identifikat fejn dan jista’ jsir. Mhux ta’ b’xejn li r-residenti tax-Xgħajra qed jirvellaw.

Il-problemi assoċjati mal-mina proposta huma bosta. Art agrikola madwar il-punti tad-dħul, fuq iż-żewġ naħat, kemm f’ Ta’ Kenuna fil-limiti tan-Nadur kif ukoll ħdejn

L-Għerien fil-periferija tal-Mellieħa u ma tul il-wied tal-Pwales ser ikollha tagħmel il-wisgħa. Din ser tispiċċa tkun trasformata f’toroq kif ukoll f’faċilitajiet għall-kontroll tad-dħul fil-mina. Magħhom imbagħad jiżdiedu pompi tal-petrol, kull naħa tal-mina.

Hu ċar, minn dak magħruf s’issa, li d-dħul għall-mina min-naħa ta’ Malta ser ikun viċin ħafna tal-ilma tal-pjan tal-Miżieb, jekk mhux dritt minn ġo fih ukoll! Dan l-ilma tal-pjan hu f’kundizzjoni tajba, l-aħjar wieħed fil-gżejjer Maltin. Din kienet ukoll waħda mir-ragunijiet ewlenin l-għaliex fil-passat riċenti kellhom ikunu abbandunati żewġ proġetti kbar fl-inħawi, dak tal-golf course u ieħor konness mat-toroq (in-network TEN-T).

Għandu jingħad ukoll li volum kbir ta’ traffiku ser ikun iġġenerat u dan ser jgħaddi viċin ħafna tar-riżerva naturali tas-Simar fix-Xemxija. Il-ħsejjes, id-dwal u t-tniġġiż tal-arja ser ikollhom impatt negattiv konsiderevoli fuq ir-riżerva, b’mod partikolari matul il-lejl, ħin li fih in-natura ukoll tfittex li tistrieħ.

Dawn il-problemi li inevitabilment jinħolqu mill-mina għandhom iwasslu lil min hu rasu fuq għonqu biex ifittex soluzzjoni alternattiva biex titjieb il-konnettività bejn Għawdex u Malta. Soluzzjoni li tevita dawn il-problemi u iktar.

Ħa nkun ċar: il-konnettività bejn il-gżejjer ta’ Għawdex u Malta teħtieġ titjib konsiderevoli: is-soluzzjoni imma, mhiex il-mina. Is-soluzzjoni għandha tkun waħda li tiffaċilita l-moviment bejn il-gżejjer mingħajr ma żżid mal-problemi li diġa għandna. B’mod partikolari għandna nevitaw li nkabbru l-problema tat-traffiku iktar milli hi diġa. Dan nistgħu nagħmluh jekk niżviluppaw soluzzjoni li tnaqqas flok ma tkabbar id-dipendenza tagħna fuq il-karozzi.

Hu stmat li l-mina proposta ser iżżid il-medja kull jum tal-movimenti tat-traffiku bejn il-gżejjer mit-3000 tal-lum għal madwar 9000: żieda bi tlett darbiet fuq perjodu ta’ ħmistax-il sena. Wieħed ma jridx wisq għerf biex jifhem dawn iċ-ċifri, li nsibuhom ukoll fl-istudju ekonomiku kkummissjonat fl-2015 mill-Awtorità tat-Trasport u l-Kamra tal-Kummerċ Għawdxija. Għax il-ħlas biex tgħaddi mill-mina ser jinġabar minn fuq kull karozza u allura d-dħul ser jiddependi mill-ġenerazzjoni tal-ikbar ammont possibli ta’ traffiku. L-eżistenza tal-mina tiddependi fuq dan: bla traffiku ma tistax teżisti. Dan imur kontra l-oġġettiv ewlieni tal-Pjan Nazzjonali tat-Trasport (National Transport Master-Plan 2025) li fi kliem mill-iktar ċar jispjega kemm it-tnaqqis tal-karozzi mit-toroq tagħna hu l-mira fit-tul tal-politika tagħna dwar it-trasport.

Is-soluzzjoni meħtieġa trid tindirizza l-moviment tan-nies u mhux il-moviment tal-karozzi. L-unika soluzzjoni raġjonevoli allura hi l-introduzzjoni ta’ katamaran (fast ferry service) bejn Għawdex u Malta: bejn l-Imġarr f’Għawdex u punti varji mal-kosta f’Malta li jistgħu jinkludu x-Xemxija, Tas-Sliema u l-Belt Valletta. Ma dan imbagħad ikun hemm ħtieġa tat-titjib tas-servizz tat-trasport pubbliku minn fejn jieqaf il-katamaran għall-bqija tal-pajjiż.

Hu essenzjali li s-soluzzjonijiet li nagħżlu għall-problemi tagħna tat-trasport ikun jħarsu fit-tul ħalli nnaqqsu u mhux inżidu l-problemi li nħallu lil ta’ warajna.

Ippubblikat f’Illum: il-Ħadd 3 ta’ Frar 2019

The proposed Tunnel is not a solution: it is a problem

The proposed tunnel below the seabed linking Malta and Gozo will have considerable negative impacts on both Gozo and Malta. The most obvious one is the generation of around one and a half million cubic metres of bits of rock which will be dumped into our seas, kick-starting another environmental nightmare, land reclamation. The construction lobby has run out of space to “develop” on land. The Environment and Resources Authority has already started identifying potential sites. The residents of Xgħajra have good reason to be up in arms.

The problems associated with the proposed tunnel are manifold. Agricultural land around the two points of exit of the proposed tunnel will be gobbled up: at Ta’ Kenuna on the outskirts of Nadur, and close to L-Għerien, on the periphery of Mellieħa and further along the Pwales valley. This agricultural land will make way for the roads and toll-control facilities leading to the tunnel. Then, they will inevitably be complemented by more petrol stations.

On the basis of what is known so far, it is already clear that on the Malta side the tunnel will be bored through or very close to the Miżieb aquifer, which is still in a very good state – the only one on the island so graded. This fact has been one of the determining issues leading to the abandonment of other large scale projects in the area (the golf-course and part of the TEN-T network).

One could also add that a substantial amount of traffic will be channelled very close to the Simar Nature Reserve in Xemxija. The resulting noise, light and air pollution will have a considerable negative impact on the reserve, especially at night, a time when nature seeks its resting time.

The problems generated by the proposed tunnel are substantial. There is, however, a reasonable solution to the connectivity issue.

Let me be clear: connectivity between the islands of Gozo and Malta needs considerable improvement. The proposed tunnel, however, is not the solution. The solution should be one which facilitates movement between the islands without creating more problems than we already have! In particular, we should avoid worsening the traffic problem. This can be done if the solution we seek is not one which increases our car dependency.

It is estimated that the proposed tunnel will increase average daily traffic movements between the two islands from the current 3,000 to a projected 9,000 – a threefold increase estimated over a fifteen-year period. One immediately understands the purpose of these projections referred to in the feasibility study commissioned jointly by Transport Malta and the Gozo Business Chamber in 2015. The toll to be charged – and, consequently, the tunnel’s economic performance – is dependent on generating the maximum traffic possible. Traffic underpins the very existence of the tunnel. This runs counter to the basic objective of the National Transport Master-Plan 2025 which in crystal clear language spells out the reduction of cars from our roads as the long-term objective of Malta’s National Transport Policy.

The solution needs to address the movement of people between the islands, not the movement of cars. The only reasonable solution would be the introduction of a fast-ferry service between Gozo and Malta, between Mġarr in Gozo and various points in Malta, which would include Xemxija, Sliema and Valletta. This should be linked to an improvement in the public transport links between these points and the rest of the country.

It is essential that we seek long-term solutions to our transport problems, such that we do not leave future generations burdened by our problems.

published in The Malta Independent on Sunday – 3 February 2019

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

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: 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

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