We need a Carbon Budget

Searching for the word “climate” through the 2021 Pre-Budget document published earlier this week entitled Towards a Sustainable Economy one finds the word three times: twice referring to the United Nations Agenda which has to be addressed by Malta as a prospective UN Security Council member, while a third reference is to policy documents under preparation in Malta. The word climate in the pre-budget document is not associated with any climate change policy implementation or action and its impact on the Maltese economy.

It is already five years since the Paris Climate Summit and its conclusions are still being “studied” in Malta. If we keep on procrastinating, achieving carbon neutrality by 2050 will be very difficult to attain.

When Parliament approved the Climate Action Act in 2015 it identified that one of the tools to be used in the politics of climate change was the formulation of a Low Carbon Development Strategy. Consultation on a Vision to develop such a strategy was carried out in 2017, but three years down the line the final policy document is nowhere in sight, even though the Minister for Climate Change Aaron Farrugia has indicated that it may be concluded towards the end of this year. 

A Low Carbon Development Strategy will identify those sectors which are of considerable relevance in developing a low carbon strategy. Some of them are major carbon emission contributors to be addressed. Other sectors are part of the solution as they provide alternative tools which serve to decouple the economy from intensive energy use, in the process reducing carbon emissions.

The Vision which was subject to public consultation three years ago identifies a number of sectors as areas for climate action, namely: enterprise, energy, transport, waste, water, agriculture, tourism, information and communication technologies (ICT) and finance.

The Low Carbon Development Strategy, when published, should address these areas of action. It would also be expected that such a strategy would also identify the manner in which we will be in a position to achieve our target of carbon neutrality. Such a strategy would also, for completeness be expected to be coupled with a carbon budget which would break down the general target into specific manageable objectives which could be achieved over a specific and reasonable timeframe.

At the Paris Climate Summit, together with all other countries, Malta made pledges to take action in order to lay the foundations for reducing climate impacts. If all the pledges made at Paris are honoured, however, we will still be very far off from achieving the target of not exceeding a two-degree Celsius temperature rise. Much more is required.

Unfortunately, Malta’s climate related policies are double faced. On one hand the Malta government publicly pledges action to address climate change. Simultaneously, however, it proceeds with massive road infrastructural projects which encourage more cars on our roads. On the other hand, plans for the electrification of our roads are apparently subject to an elephantine gestation period. In the meantime, car emissions compete with power generation emissions as Malta’s major contributor to climate change.

It is unfortunate that the Low Carbon Development Strategy and the associated Carbon Budget are taking too long to be formulated. It will take much longer to implement them as special interest groups will undoubtedly seek to protect their specific areas to the detriment of attaining our carbon-neutral objective.  

Malta should be at the forefront of climate change action. Parliament’s declaration recognising the existence of a climate emergency is not enough. Words must give way to action. As an island, Malta should be aware that a primary climate change challenge in the years to come will be a rising sea level as a result of which the coastline may recede inwards at a rate so far unknown. The coast, we may remember, is home to most of our maritime and tourism infrastructural facilities, all of which are under threat. Even residential areas close to the sea level will be impacted. This would include all sandy beaches and the residential/commercial areas at l-Għadira, Xemxija, Salini, Gzira, Msida, Sliema, Ta’ Xbiex, Pietà, Marsa, Marsaxlokk, Marsaskala, Birzebbuga, Xlendi, and Marsalforn. Impacts could also move towards inland low-lying areas such as Qormi.

If we take too long to bring our own house in order, it may be too late.

published in The Malta Independent on Sunday : 13 September 2020

Malta: b’politika diżonesta dwar il-klima

Stimi dwar kemm jista’ jogħla l-livell tal-baħar, b’mod globali kif ukoll fl-Ewropa, ivarjaw skond kif wieħed iqis ir-rata tad-dewbien tas-silġ akkumulat fil-poli kif ukoll fi Greenland. Il-mod kif nilqgħu għall-emissjonijiet tal-karbonju ukoll għandu impatt fuq dawn l-istimi. Dawn l-istimi fil-fatt ivarjaw minn żieda ta’ 34 ċentimetru sa żieda ta’ 172 ċentimetru sa tmiem dan is-seklu. Imma jekk l-emissjonijiet tal-karbonju jkunu indirizzati b’politika iffukata u effettiva, din iż-żieda tista’ tkun waħda iżgħar.

Minkejja dan, ħadd ma qiegħed f’posizzjoni li jantiċpa jekk din iż-żieda fil-livell tal-baħar tkunx waħda gradwali inkella jekk din isseħħx f’daqqa. Hemm iżda l-biża’ li l-gravità tas-sitwazzjoni tista’ taċċellera avolja il-jekk u l-meta ħadd ma jaf. Din hi xi ħaga ġdida għal kulħadd!

Kull żieda fil-livell tal-baħar, kemm jekk isseħħ b’mod gradwali kif ukoll jekk isseħħ f’daqqa, ikollha impatt fuq il-kosta u b’mod partikolari fuq l-infrastruttura żviluppata tul iż-żmien. Din l-infrastruttura hi primarjament waħda turistika imma tinkludi ukoll żvilupp residenzjali li xi drabi jasal sax-xifer, sal-baħar: kemm bl-approvazzjoni tal-awtoritajiet u anke xi minndaqqiet mingħajrha!

Il-ħsara potenzjali għall-infrastruttura kostali hi kwistjoni li għandha tħassibna. Din diġà sofriet ħsarat diversi minħabba il-maltemp qalil li żied fil-frekwenza u l-intensità tul dawn l-aħħar snin. L-impatt ta’ żieda fil-livell tal-baħar bla dubju ser joħloq tibdil kbir tul il-kosta kollha tal-gżejjer Maltin. L-istorja tgħallimna. Nhar it-Tnejn 28 ta’ Diċembru 1908 fil-5.20 ta’ fil-għodu Messina fi Sqallija ġarrbet wieħed mill-iktar terrimoti qliel li qatt kien hawn fl-Ewropa, b’qawwa mkejla ta’ 7.5 fuq l-iskala Richter. Immedjatament, inħoloq tsunami b’mewġ għoli sa 9 metri. Madwar sagħtejn wara, fit-7.45 ta’ fil-għodu dan it-tsunami, ftit immansat, wasal fil-gżejjer Maltin.

Diversi gazzetti Maltin ta’ dak iż-żmien irrappurtaw li l-lokalitajiet mal-kosta viċin il-livell tal-baħar kienu mgħarrqa fl-ilma mit-7.45 ta’ fil-għodu għax b’effett taz-tsunami l-baħar tela’ l-art. Dan baqa’ sal-4.00 ta’ waranofsinnhar meta l-baħar reġa’ ikkalma u rritorna lejn il-livelli normali tiegħu! Herbert Ganado, f’l-ewwel volum ta’ Rajt Malta Tinbidel jgħid li residenzi u ħwienet tul il-kosta ta’ tas-Sliema, l-iMsida u tal-Pietà kienu mgħarrqa f’tebqa’ t’għajn għax daħlilhom kwantità ta’ ilma fis-sular terran. Bħala medja l-baħar għola madwar erba’ piedi : 1.20 metri. Fil-Port il-Kbir, imma, ma ġara xejn għax kien imħares mill-breakwater, li l-bini tiegħu kien ġie ffinalizzat madwar sentejn qabel, fis-sena 1906.

Żieda fil-livell tal-baħar bħala riżultat tat-tibdil fil-klima tkun tfisser repetizzjoni tal-impatti taz-tsunami tal-1908 mifruxa iktar u fuq bażi permanenti. Il-lokalitajiet Maltin tul il-kosta li qegħdin viċin tal-livell tal-baħar jispiċċaw b’mod permanenti fl-ilma baħar. Dan ikun jinkludi r-ramliet kollha u żoni kummerċjali u residenzjali fl-Għadira, ix-Xemxija, is-Salini, l-Gzira, l-iMsida, tas-Sliema, Ta’ Xbiex, Tal-Pietà, il-Marsa, Marsaxlokk, Marsaskala, Birzebbuġa, ix-Xlendi, u Marsalforn. L-impatti jistgħu jinħassu iktar il-ġewwa mill-kosta ukoll, f’lokalitajiet li huma f’livell tal-baħar bħal Ħal-Qormi u allura jeffettwa l-inħawi kollha mix-xatt tal-Marsa sa Ħal-Qormi b’dik li hi magħrufa bħala l-Marsa tal-Inġliżi b’kollox. Dan jeffettwa ukoll l-investiment fl-infrastruttura sportiva.

Li jogħla l-livell tal-baħar issa hu inevitabbli. Imma b’ħidma bil-għaqal għad hemm ċans li nnaqqsu kemm dan jogħla. Dan jista’ jseħħ kemm-il darba nieħdu passi biex innaqqsu l-emmissjonijiet tal-karbonju u allura inkunu qed nagħtu kontribut biex iż-żieda fit-temperatura globali tkun l-inqas possibli.

Fis-summit ta’ Pariġi, Malta, flimkien mal-bqija tal-pajjiżi, wegħdet li tieħu azzjoni konkreta biex ikun possibli li jonqsu l-impatti fuq il-klima. Però anke jekk il-wegħdiet kollha li saru f’Pariġi jkunu onorati, hu ċar li għadna l-bogħod ħafna milli nilħqu l-mira miftehma li ma naqbżux iż-żieda ta’ żewġ gradi Celsius fit-temperatura. Hu meħtieġ ħafna iktar mingħand kulħadd. Hemm bżonn mhux biss iktar azzjoni konkreta imma ukoll politika koerenti u konsistenti.

Il-politika ta’ Malta dwar il-klima, imma, hi waħda diżonesta. Nuru wiċċ b’ieħor kontinwament. Min-naħa l-waħda l-Gvern Malti jwiegħed li jaġixxi biex ikun possibli li nindirizzaw il-klima. Imma fl-istess ħin jibqa’ għaddej bi proġetti infrastrutturali li jinkoraġixxu iktar karozzi fit-toroq u allura iktar emissjonijiet. L-emissjonijiet tal-karozzi jikkompetu ma dawk li joriġinaw mill-ġenerazzjoni tal-elettriku.

Hemm bżonn li ndaħħlu ftit sens u konsistenza fil-politika ta’ Malta dwar il-klima. Għax sakemm nibqgħu inkonsitenti kullma qed nagħmlu hu li qed ngħinu biex ikompli jitħaffar il-qabar tagħna.

 

ippubblikat fuq Illum : il-Ħadd 24 ta’ Mejju 2020

Malta: a double-faced climate change policy

Estimates for sea-level rise, both globally as well as in Europe, vary depending on the assumptions made as to the rate at which ice at the polar caps and Greenland is melting.

The carbon emission-mitigation policy scenario also has a direct bearing on these estimates. These estimates range between a 34- and 172-centimetres potential sea-level rise by the end of the current century. Lower emissions together with a focused mitigation policy may restrict sea-level rise towards the lower end of the range.

However, notwithstanding, no one is in a position to predict as to whether such a sea-level rise will be gradual or sudden. It is however feared that once a tipping point is reached changes may occur at a much faster pace than anticipated. We all are on a learning curve on this!

Any sea-level rise, gradual or sudden, will have an impact on our coastline and in particular on the infrastructure developed over the years along the coast. This infrastructure is primarily of a touristic nature but it also includes residential development at times built along the water’s edge with or without the acquiescence of the planning authorities.

There is nothing to worry about if the sea-level rise wipes out abusive development. When one considers the potential impact on coastal infrastructure that is, however, a different kettle of fish.

The coastal infrastructure is already battered by the ever-frequent storms. The impact of a sea-level rise will without any doubt redraw the coastal map of the Maltese islands.

Let us have a look at our history books. At 5.20am of Monday 28 December 1908, Messina in neighbouring Sicily experienced one of the most powerful earthquakes to ever hit Europe, measuring 7.5 on the Richter scale. Immediately, a tsunami generating waves as high as 9 metres was unleashed. Just over two hours later, at 7.45am, the tsunami, slightly tamed, reached the Maltese Islands.

Various local newspapers of the time reported that low-lying areas were flooded from 7.45am until around 4.00pm when the sea receded back to its “normal level”. Herbert Ganado, in his Rajt Malta Tinbidel (Volume 1, page 37) states that residences and shops along the coast in Sliema, Msida, and Pietà were suddenly flooded. The average sea-level rise was 1.20 metres. The Grand Harbour was spared as it was protected by the breakwater, whose construction had been finalised a couple of years earlier.

A sea-level rise as a result of climate change would repeat the Malta impacts of the 1908 tsunami on a permanent basis. The low-lying parts of the Maltese coastline would then be permanently underwater. This would include all sandy beaches and the residential/commercial areas at l-Għadira, Xemxija, Salini, Gzira, Msida, Sliema, Ta’ Xbiex, Pietà, Marsa, Marsaxlokk, Marsaskala, Birzebbuga, Xlendi, and Marsalforn. Impacts could also move towards the inland low-lying areas such as Qormi.

Sea-level rise is inevitable. It is only its extent which can be reduced. This can happen if we take appropriate action which reduces carbon emissions and hence contributes to nudging the temperature increase towards the least possible.

At the Paris Climate Summit, together with all other countries, Malta made pledges to take action to lay the foundations for reducing climate impacts. If all the pledges made at Paris are honoured, however, we will still be very far off from achieving the target of not exceeding a two-degree Celsius temperature rise. Much more is required.

Malta’s climate related policies are double faced. On one hand the Malta government pledges action to address climate change. Simultaneously it proceeds with road infrastructural projects which encourage cars on our roads. Car emissions compete with power generation emissions as Malta’s major contributor to climate change. Is it not about time that we bring our own house in order? We are digging our own grave with a double-faced climate policy.

published on The Malta Independent on Sunday : 24 May 2020

In-natura dejjem tiddeċiedi

Bħala riżultat tal-coronavirus il-pajjiż kważi wieqaf. Ġie kkonfermat għal darba oħra li m’aħniex iżolati min-natura u l-forzi naturali ta’ madwarna. Ma għandna l-ebda immunità la mill-virus u l-anqas mill-forzi tan-natura.

Illum hawn il-pandemija tal-coronavirus li għaddejja tkaxkar minn quddiema lil min ma jkunx moħħu hemm. Għada, mhux ‘il-bogħod, irridu niffaċċjaw il-qilla tat-tibdil fil-klima.

In-natura ma tiddiskriminax u tibqa’ għaddejja minn fuq kulħadd.

Il-pandemija tal-coronavirus hu maħsub li oriġinat f’Wuhan iċ-Ċina, fis-suq tal-annimali maqbuda mis-selvaġġ, permezz tal-bejgħ ta’ laħam tagħhom, ewlieni fosthom laħam tal-friefet il-lejl.

Din ġrat drabi oħra. Il-marda respiratorja magħrufa bħala SARS (Severe Acute Respiratory Syndrome), li tfaċċat madwar għoxrin sena ilu imma li kellha firxa limitata, ukoll oriġinat minn virus ġej mill-istess familja tal-coronavirus. Ġie identifikat li anke is-SARS toriġina minn annimali fis-selvaġġ. Jidher li fiż-żewġ każi l-virus joriġina prinċipalment mill-friefet il-lejl.

Fi żmien ieħor, kien skopert li l-HIV (Human Immune-deficiency Virus) li jattakka u jeqred id-difiża interna ta’ ġisimna toriġina minn l-ikel ta’ laħam tax-xadini infettat. Anke l-virus Ebola, kawża ta’ infezzjonijiet fatali, hi trasmessa minn annimali infettati bħall-friefet il-lejl u x-xadini, ġeneralment permezz tal-ikel ta’ laħam infettat.
In-natura għandha l-ħabta li meta jidhrilha tiddeċiedi. Il-virus jibqa’ għaddej b’mod naturali u sakemm jitwaqqaf b’imġiebitna xejn ma jżommu.

It-tbagħbis tan-natura dejjem iwassal għal konsegwenzi serji. Hemm prezz x’jitħallas għal imġiebitna. Kull meta ninjoraw dan il-fatt bażiku, jiddispjaċina.

Nimmaġina li ħadd minna ma kiel laħam infettat ġej mill-friefet il-lejl inkella mix-xadini. Aħna iżda nbagħbsu man-natura mod ieħor li fuq tul ta’ żmien jagħmel ħsara daqs il-virus li jaqbeż mill-farfett il-lejl għal ġol-bniedem.

Il-kwalità tal-arja tagħna ħafna drabi hi deskritta mill-agenzija Ewropea tal-Ambjent bħala waħda fqira.

Imma wara li daħlu fis-seħħ il-miżuri biex nikkumbattu l-imxija tal-coronavirus, fl-Imsida, fejn l-Awtorità tal-Ambjent għandha stazzjon li jkejjel il-kwalità tal-arja, ġie osservat tnaqqis fit-tniġġiż tal-arja. L-informazzjoni li nġabret mill-kampjuni tal-kwalità tal-arja tindika tnaqqis sostanzjali fit-tniġġiż li hu assoċjat mal-użu tal-karozzi. Dan seħħ tul dawn l-aħħar ġimgħat bħala riżultat tal-fatt li iktar nies qed jaħdmu mid-dar kif ukoll minħabba li l-istituzzjonijiet edukattivi għalqu l-bibien tagħhom. L-użu tal-karozzi naqas sostanzjalment u dan wassal għal tnaqqis fit-tniġġiż li joriġina mit-traffiku.

Kellha tkun il-coronavirus li twassal għall-implimentazzjoni tal-istrateġija nazzjonali tat-trasport li identifikat id-dipendenza fuq il-karozzi bħala l-problema ewlenija li dawk li jfasslu l-miżuri dwar it-trasport kontinwament jinjoraw. Nofs il-vjaġġi bil-karozzi privati f’Malta idumu inqas minn 15-il minuta. Dan ifisser li l-mobilità meħtieġa hi prinċipalment ta’ natura lokali jew reġjonali u għal distanzi qosra. Xi ħtieġa hemm ta’ karozzi privati għal dan? F’pajjiż fejn kważi kullimkien huwa tefa’ ta’ ġebla ‘l-bogħod għandna iktar minn biżżejjed mezzi alternattivi ta’ transport.

L-impatt tal-Covid-19 fuq il-ġenerazzjoni tat-traffiku u allura fuq il-kwalità tal-arja jindika li m’għandniex ħtieġa li nibqgħu għaddejjin bil-ħela ta’ fondi pubbliċi fuq proġetti massivi mhux meħtieġa in konnessjoni mal-infrastruttura tat-toroq. Ilkoll jeħtieġ li nifhmu li hu possibli illi nnaqqsu sostanzjalment l-impatti fuq il-kwalità tal-arja jekk nindirizzaw bis-serjetà d-dipendenza tagħna lkoll fuq il-karozzi privati. Jagħmlu tajjeb dawk li huma nkarigati mill-ippjanar tat-trasport jekk jagħtu każ tal-impatti tal-coronavirus fuq it-traffiku: tibdil fl-imġieba tagħna lkoll u tnaqqis tat-traffiku ġġenerat.

L-impatt tat-traffiku fuq il-kwalità tal-arja hu kontribut sinifikanti ta’ Malta għat-tibdil fi-klima. It-tibdil fil-klima hi r-reazzjoni tan-natura għat-tniġġis tal-arja ikkawżat fid-dinja, prinċipalment mill-bniedem. Din diġa qed timmanifesta ruħha permezz ta’ tibdil, kultant sostanzjali, fit-temperaturi, perjodi twal ta’ nixfa u varjazzjonijiet dwar meta u kemm tagħmel xita. Kultant l-istaġuni donnu jaslu barra minn żmienhom.

L-impatti tal-coronavirus qed jagħtu ftit nifs lin-natura u dan mhux biss f’Malta! Hemm bosta lezzjonijiet x’nitgħallmu biex forsi nibdlu l-imġieba tagħna u l-istil ta’ ħajjitna. Meta l-impatti tat-tibdil il-klima jiżdiedu u jilħqu l-milja tagħhom, dak li għaddej bħalissa riżultat tal-coronavirus inqiesuh bħala insinifikanti. Hemm bżonn niftħu ftit widnejna u nagħtu każ dak li qed tgħidilna n-natura.

Ippubblikat fuq Illum : Il-Ħadd 29 ta’ Marzu 2020

 

Nature calls the shots

COVID-19 has brought the country to a standstill. We are not isolated from nature and its forces at work around us. We are not immune, not just from viruses, but from the forces of nature.

Today it’s the pandemic COVID-19 that’s ploughing through. Tomorrow it will be climate change.

Nature acts in a non-discriminatory manner.

The coronavirus pandemic is thought to have had its origins at the Wuhan wild animal market in China through the sale of meat derived from various wild animals, primarily bats.

This is not the first time for such an occurrence. SARS (Severe Acute Respiratory Syndrome), is another respiratory disease which was detected some 20 years ago, when it had a limited spread. It was traced to a virus belonging to the same family of viruses as the Coronavirus, also traced to viruses originating in wild animals. Incidentally, bats seem to be the point of origin in both cases.

At other times HIV (Human immune-deficiency Virus) which destroys the human immune defences, was traced to the eating of meat of infected chimpanzees. Likewise, the Ebola virus, causing outbreaks of fatal infections, is transmitted from infected animals such as fruit bats, chimpanzees, and monkeys, to humans, generally through the consumption of infected meat.

Nature has a habit of calling the shots whenever it deems fit. Viruses follow natural paths and until brought in check by proper behaviour on our part, they will reign supreme.

Tinkering with nature and natural processes always backfires. There is then a price to pay and we ignore this at our peril.

None of us, most probably, has consumed infected meat from bats or chimpanzees. However, we tinker with nature in other ways, which, in the longer term are just as lethal as viruses which jump from bats to man.

The quality of our air is poor. The European Environment Agency in fact, at times, describes it as very poor.

Yet after the Coronavirus mitigation measures came into force there was a substantial decrease in air pollution registered at the air-monitoring station in Msida operated by the Environment and Resources Authority. Data available indicates a significant decrease in pollutants associated with a decrease in car use during the past weeks as more work from home and the educational institutions closed their doors. Car use has decreased substantially, as a result leading to an all-round decrease in traffic generated pollutants.

It had to be the Coronavirus to commence seriously “implementing” Malta’s National Transport Master Plan which identified car-dependency as a major issue ignored continuously by our transport planners. A basic statistic which stares at us in the face is that 50 per cent of car trips in Malta have a duration shorter than 15 minutes. It follows that mobility is primarily local and regional in nature and on very short routes. Do we need private cars for this? Are the available alternative means of transport not sufficient for this need in a country where practically everywhere is a stone’s throw away?

The impact of COVID-19 on the generation of traffic and consequently on air quality should be an eye opener indicating that we do not need to waste public funds on unnecessary infrastructural road works. We need to understand that it is possible to substantially reduce our impacts on air quality if we address car-dependency head-on. The traffic impacts of Coronavirus could be of help to transport planners to do their job properly.

The impact of traffic on air quality is a significant contribution from Malta towards climate change.

Climate change is nature’s reaction to man-made pollution of the atmosphere. This is already manifesting itself through changes in temperatures, extended periods of drought and changes to rainfall patterns. The seasons at times seem to be inversed. It could get worse, much worse in fact.

The Coronavirus impact has introduced some much-needed breathing space for nature and natural forces, not only in Malta. There are significant lessons to be learnt in order to adjust our behaviour. When the full force of nature releases additional impacts of climate change, the coronavirus impacts would pale to insignificance. Is it not about time that we start listening to nature and act accordingly?

Published on The Malta Independent on Sunday : 29 March 2020

In-nifs li nieħdu

Meta, riċentment, kienu intervistati mill-medja lokali Uffiċjali tal-Awtoritá tal-Ambjent u r-Riżorsi (ERA), ikkonfermaw dak li ilna nafu għal żmien konsiderevoli: it-tniġġiż tal-arja f’Malta hu prinċipalament ikkawżat mill-mezzi tat-trasport. Triq Sant’Anna fil-Furjana hi l-iktar triq bl-arja mniġġsa f’Malta filwaqt li mhux ‘il-bogħod li l-kwalitá tal-arja tal-Imsida teċċedi dak permissibli mir-regolamenti tal-Unjoni Ewropea dwar il-kwalitá tal-arja.

Hu ovvju li l-ħtija ewlenija għal dan hi ġejja min-numru ta’ karozzi fit-toroq tagħna. Gvern wara l-ieħor dejjem qagħda lura milli jindirizza l-problema bis-serjetá. Dejjem iduru mal-lewża: jindirizzaw il-konsegwenzi mingħajr il-kuraġġ li jiffukaw fuq il-kawża.
Is-soluzzjoni qegħda billi jonqos in-numru tal-karozzi fit-toroq tagħna kif ukoll li simultanjament titjieb il-kwalitá tal-karozzi li jibqgħu.

Waqt il-kampanja elettorali tal-2017 f’Malta, Alternattiva Demokratika ipproponiet li fi żmien 20 sena l-karozzi kollha fit-toroq tagħna jkunu jaħdmu bl-elettriku. Din il-proposta tfisser li fuq perjodu ta’ mhux iktar minn għoxrin sena ma jkollniex iktar karozzi li jaħdmu bil-petrol jew bid-disil fit-toroq tagħna. B’hekk, bla dubju, it-tniġġiż tal-arja, jonqos drastikament.

Din il-proposta ta’ Alternattiva Demokratika kienet għoġbot lil Joseph Muscat li f’ Settembru 2017, f’waħda mill-prietki tiegħu ta’ nhar ta’ Ħadd kien tkellem favur tagħha. Imma ma smajna xejn iktar dwarha minn dakinnhar!

Billi l-vjaġġi li nagħmlu bil-karozzi tagħna fil-parti l-kbira tagħhom idumu inqas minn ħmistax-il minuta hu ħafna possibli li n-numru ta’ karozzi fit-toroq tagħna jonqos. Dan faċilment jinftiehem għax għal dawn id-distanzi qosra hawn diversi mezzi alternattivi li jassiguraw mobilitá effiċjenti.

Jonqos biss ħaġa waħda: ma hawnx rieda politika biex jittieħdu d-deċiżjonijiet meħtieġa.

Il-Furjana, minn barra li għandha t-triq bl-iktar arja mniġġsa f’Malta trid tiffaċċja ukoll l-emissjonijiet tal-vapuri tal-passiġġieri (cruise liners), li, skond id-direzzjoni tar-riħ, iktar iva milli le, jonfħu d-dħaħen tagħhom direttament għal ġoż-żona residenzjali tal-Furjana. Din hi problema li f’miżura inqas hi ffaċċjata ukoll minn Birżebbuġa bħala riżultat tal-moviment tal-vapuri fil-Port Ħieles.

Il-vapuri suppost li jaqilbu l-magni tagħhom fuq żjut u fjuwil li jniġġes inqas hekk kif jidħlu fil-port. Din hi materja li hi regolata minn diversi direttivi tal-Unjoni Ewropeja. Id-diffikultá, bħal dejjem, hi, li l-infurzar tal-liġijiet ftit li xejn ikun osservat.

Teoretikament teżisti soluzzjoni oħra biex ikun ikkontrollat u jonqos sostanzjalment it-tniġġiż mill-vapuri ġaladarba dawn jkunu siguri fil-port. Jista’ jkun possibli li jagħmlu użu minn sors elettriku li joriġina mill-art flok mill-ġeneraturi tal-elettriku fuq il-vapuri.

Lokalment diġa tħejjew żewġ studji preliminari dwar dan: wieħed jiffoka fuq il-Port il-Kbir u l-ieħor fuq it-Terminal tal-Port Ħieles f’Birżebbuġa. Dawn l-istudji saru kif ġie inkoraġġit li jsir mir-rakkomandazzjoni tal-Kummissjoni Ewropea dwar il-promozzjoni tal-użu ta’ elettriku mill-art mill-vapuri fil-portijiet tal-Unjoni Ewropea.

Rakkomandazzjoni li saret fl-2006.

Dawn l-istudji jaslu għal konklużjonijiet simili fis-sens li ma jistax iseħħ progress bħala riżultat ta’ azzjoni unilaterali f’portijiet individwali. L-azzjoni u d-deċiżjonijiet jeħtieġ li jittieħdu fuq livell tal-industrija tal-vapuri u trid tkun misjuqa internazzjonalment jew mill-Unjoni Ewropea.

Huwa magħruf li huma biss il-vapuri li jbaħħru lejn l-istat Amerikan ta’ Kalifornja li għandhom il-kapaċita teknika li jutilizzaw l-elettriku ġġenerat fuq l-art. Dan minħabba li l-Kalifornja għandha liġijiet li tobbliga li dan isir.

Ir-rakkomandazzjoni tal-2006 tal-Unjoni Ewropea ħejjiet it-triq biex saru numru ta’ studji dwar diversi portijiet tal-Unjoni dwar kemm jagħmel sens ekonomiku li fejn hemm portijiet viċin ħafna ta’ żoni residenzjali jitfu l-magni tagħhom u jagħmlu użu tal-elettriku mill-art. Nistgħu biss nittamaw li dawn l-istudji jittieħdu in konsiderazzjoni meta titfassal t-triq il-quddiem.

Ippubblikat fuq Illum : Il-Ħadd 22 ta’ Lulju 2018

The air we breathe

Officers of the Environment and Resources Authority, interviewed by the local media, emphasised what we have known for ages: the main contributor to air pollution in Malta is transport. St Anne Street in Floriana is the most polluted street in Malta, while Msida will soon exceed the maximum permissible limits of EU regulations on air quality.

It is pretty obvious that the main culprit is the number of cars on our roads. Successive governments, however, have been reluctant to bell the cat. Instead they go around in circles, tackling the effects and continuously avoiding the causes.

The solution lies in reducing the number of cars on our roads and simultaneously improving the quality of the remaining numbers.

During the 2017 Electoral Campaign in Malta, Alternattiva Demokratika-The Green Party proposed the electrification of cars on Maltese roads within a maximum of 20 years. This proposal means that all petrol and diesel run cars would be taken off our roads within a maximum of 20 years. Inevitably, air pollution would decrease drastically.

Alternattiva Demokratika’s proposal was subsequently taken up by Joseph Muscat in September 2017 in one of his Sunday sermons. However, we have not heard anything more on the matter since.

Reducing the number of cars on our roads is achievable due to the fact that most of the trips made by cars are of less than 15 minutes duration. This is understandable, as most of the distances we travel are short.

Only one thing is missing: the political will to act.

Floriana, in addition to having the most polluted street on the island, must also cope with emissions from cruise liners, which, depending on the direction of the prevailing wind, more often than not blow their fumes directly across the Floriana residential area. To a lesser extent, this is an experience also shared by Birżebbuġa as a result of the ship movements at the Malta Freeport Terminal.

Ships should switch over to less polluting fuels when in port, a matter which is regulated by a number of European Union Directives. The difficulty with this is that enforcement is practically non-existent.

Theoretically, there is also another solution to control and substantially reduce pollution from ships, once these are berthed. It would be possible to switch over the electricity supply required by a ship from one dependent on the ship generators to a source of electrical power which is land-based. Two preliminary studies have been carried out locally, one focused on the Grand Harbour and the other focused on the Freeport Terminal at Birżebbuġa. These studies were carried out in terms of the EU Commission Recommendation on the promotion of shore-side electricity for use by ships at berth in Community ports, a recommendation that was adopted in 2006.

The above-mentioned studies have reached similar conclusions in that it is considered that progress cannot be achieved by unilateral action at individual ports. Action must be industry-wide and must be driven internationally or by the EU.

It is known that only sea vessels which call at ports in the American state of California are equipped to take onshore power supply, because California has legislated on the matter.

The EU recommendation of 2006 has paved the way for a number of studies across the EU on the economic feasibility of onshore power supply to ships berthed close to residential areas. We can only hope that these studies are taken into consideration when plotting the way forward.

published in The Malta Independent on Sunday – 22 July 2018

Salvajna binja fl-Imsida mit-twaqqiegħ

 

L-Awtoritá tal-Ippjanar għadha kif infurmatni li ż-żewġ applikazzjonijiet biex jtwaqqgħu żewġt idjar minn ringiela ta’ djar simili fi Triq it-Torri l-Imsida ġew irtirati.

Ġlieda li għamilt f’isem residenti tat-triq li ma ħamlux li jkompli dan l-istraġi.

Ilna għaddejjin minn Ottubru tal-2015 niġġieldu l-ewwel kontra applikazzjoni waħda u imbagħad kontra it-tieni waħda. Fl-aħħar ikkonvinċejna lill-Awtoritá tal-Ippjanar li l-binja kien jeħtieġilha protezzjoni.

L-aħħar pass kien illum li ġejt infurmat li l-applikazzjonijiet kienu qed jiġu rtirati.

Ħajr lil kull min ta sehmu biex għamilna dan il-pass żgħir il-quddiem. Prosit.

Planning for the foreseeable future

Human nature has always been preoccupied with the future. However, at times we tend not to realise that we mould a substantial part of the future through our actions today. Unfortunately, sometimes our actions today and the future we want, point towards completely different directions.

Our future is necessarily a common one, as explained in the 1987 report of the UN Commission on Environment and Development -, the Brundtland report – aptly entitled Our Common Future. Drafted by an international commission led by former Norwegian Socialist Prime Minister Gro Harlem Brundtland, this report placed sustainable development on the global discussion platform, emphasising that we are responsible not only for each other’s welfare today but also for that of future generations. We need to consider carefully that our actions today have a considerable impact and can possibly limit the choices that future generations would have to make.

The impact of our behaviour on the climate is one such example. The impact of climate change is causing havoc in weather patterns and consequently also impacting on all areas of human activity. The patterns and intensity of rainfall is unpredictable. Our road infrastructure never coped, and now it is getting worse.

Earlier this week The Guardian reported that the planet has just a five per cent chance of reaching the Paris climate goals. Rather than avoiding warming up by more than 2oC by the end of the century, it is more likely that Mother Earth will heat up to around 5oC beyond the pre-industrial era.

The predicted consequences are catastrophic. Another report published in April this year had informed us that there are worrying signs for Greenland ice sheet which covers 80 percent of its 1.7 million square kilometres surface area: it has been observed melting faster than ever before. On its own, this factor could potentially cause a rise of many meters in sea level – as many as seven metres.

This is certainly not the future we want. Any rise in sea level rise, even if minimal, would threaten the functionability of all coastal areas and facilities. It would also wipe out entire coastal communities and islands worldwide would disappear. It would be a future of climate- change refugees pushed to higher ground by a rising sea-level. This will not only have an impact low-lying islands in the Pacific Ocean: it will also hit closer to home.
Take a look at and consider the places along the Maltese coast: Msida, Ta’ Xbiex, Pietá, Sliema, Marsaskala, Marsaxlokk, San Pawl il-Baħar, Burmarrad, Birżebbuġa, Marsalforn, Xlendi and many more.
Readers will remember the occasional rise in sea-level at Msida. In one such instant – on 11 May last year – the change in sea level was of more than a metre as a resulting flooding the roads along the coast. This phenomenon is known as seiche (locally referred to as “Il-Milgħuba”) and reported in this newspaper under the heading “Phenomenon: sea-water level rises in Msida, traffic hampered.” It also occurs at St George’s Bay in Birżebbuġa – on a small scale but on a regular basis, causing quite a nuisance to car users.

Now this phenomenon only occurs temporarily, yet it still substantially affects traffic movements when it does. Imagine if the rise in sea level rise is of a permanent nature?

Large parts of our coast are intensively developed – with roads and residential properties, as well as substantial sections of the tourism infrastructure and facilities. In addition, there is also the infrastructure of our ports which we have developed as a maritime nation over the centuries. All this points to the need for adequate planning to implement urgent adaptation measures in order to reinforce Malta’s coastal infrastructure. If we wait too long it may be too late.

published in The Malta Independent on Sunday : 6 August 2017

Il-perżut ma jaqtax l-għatx

Dawk li jsejħu lilhom infushom “patrijotti” ipprotestaw billi għażlu l-għodda tal-insult. Lill-Musulmani li kienu qed jitolbu fl-Imsida fil-pjazza quddiem il-Knisja ippruvaw jipprovokawhom billi qassmu l-ħobż bil-perżut.

Missirijietna dejjem ittrattaw lil min ġie fi gżiritna b’ospitalità. Dak hu valur ewlieni li għaddewlna, imma l-hekk imsejħa “patrijotti” dan ma tantx jogħġobhom. Ma jogħġbuhomx dawk b’kulur jew twemmin differenti. Id-differenza tbeżżagħhom.  Biża’ li hi mnissla mill-injoranza.

M’għandhomx idea li l-parti l-kbira tagħna l-Maltin aħna imnisslin mill-ġnus kollha, mhux biss dawk max-xtut tal-Mediterran. Bħala poplu aħna taħlita. Mhux biss. Kif skopra fir-riċerka tiegħu l-istoriku l-Professur Godfrey Wettinger, missierijietna mhux dejjem kienu insara. Kien hemm żmien meta l-Maltin kienu jħaddnu r-reliġjon Islamika. Ir-reliġjon nisranija, fil-fatt, m’għandhiex għeruq daqstant fil-fond f’pajjiżna minkejja dak kollu li għallmuna!

Jagħmlu tajjeb il-“patrijotti” kieku jifhmu li fost il-valuri tal-Maltin, insara u m’humiex, hemm is-solidarjetà u t-tolleranza. Valuri li sfortunatament dawn il-“patrijotti” m’għandhomx idea tagħhom.

Fil-maġġoranza tagħna aħna poplu demokratiku li nirrispettaw il-fehmiet tal-oħrajn.

Għaliex għandek ixxerred il-mibgħeda fil-konfront ta’ min qiegħed ifittex post fejn jitlob? Tafu li dawn qed jitolbu fil-beraħ għax ma ħallewhomx jibqgħu jitolbu fil-garaxxijiet fejn kienu qed jitolbu? Minn meta ‘l hawn it-talb fil-beraħ sar oġġezzjonabbli?

Din l-intolleranza li qed terfa’ rasha tmur kontra l-valuri kollha tal-poplu Malti. M’għandha x’taqsam xejn mal-patrijottismu iżda mar-razzismu. Il-poplu Malti mhux poplu razzist.

Ir-razziżmu jxerred il-mibgħeda. Il-mibegħda hi mibnija fuq l-injoranza.  Dan l-għatx għall-mibgħeda hu misqi mill-injoranza : hu għatx li l-ebda perzut mhu ser jaqtgħu.