Kafè Al Fresco ……… is-sogru huwa tiegħek

Ħwienet tal-kafè jew restoranti al fresco f’numru ta’ lokalitajiet ħadulna l-bankina. F’xi każi anke l-ispazju għall-parkeġġ tal-karozzi ħadu, għax dawn jimpurthom biss minn ħaġa waħda: li jdawru lira. Ovvjament dawn jippretendu li aħna nimxu f’nofs it-triq għax fuq il-bankina ftit iħallulna spazju minn fejn ngħaddu. Iħalluhom, qiesu ma ġara xejn. Lanqas tista’ titkellem, għax il-bankina għamluha tagħhom.

L-awtoritajiet jiġu jaqgħu u jqumu għax dawn jinteresshom biss li jkunu jidhru “business friendly”: ċjoe viċin in-nies tal-flus, ħa jdawru lira. Il-bqija, min jafhom?

Is-sindki tal-Gżira u Tas-Sliema, Conrad Borg Manchè u Dominic Chircop, matul dawn l-aħħar ġimgħat għamlu sewwa li emfasizzaw li l-mod kif tal-kafè u r-restoranti al fresco qed joperaw fil-lokalitajiet tagħhom mhux aċċettabbli, għax ma jagħtux kas tan-nies.

L-inċidenti, kif tafu, jiġru. Biżżejjed incident wieħed ta’ karozza misjuqa ħażin li tista’ tispiċċa toqtol jew tweġġa’ serjament numru ta’ persuni f’xi wieħed minn dawn il-ħwienet tal-kafè jew ir-restoranti. Imbagħad forsi jkun hemm min jagħti kas.

Ftit ġimgħat ilu, f’Lulju, żgħażugħ Olandiz ta’ 25 sena li kien qiegħed jippassiġa San Giljan max-xatt intlaqat minn Subaru Impreza li kienet misjuqa b’veloċitá esaġerata minn żgħażugħ ta’ 20 sena li kien rappurtat li qabeż kull limitu raġjonevoli ta’ alkoħol. L-Olandiż miet l-isptar. Oħrajn weġġgħu. U dan apparti bosta ħsara oħra.

Kien pass tajjeb tal-Awtoritá tal-Artijiet li rrifjutat applikazzjoni tas-sidien tal-Lukanda Waterfront max-Xatt tal-Gżira biex dawn ikunu jistgħu jieħdu numru ta’ spazji għal parkeġġ biex ikollhom ħanut tal-kafè jew restorant fuq il-bankina quddiem il-lukanda. Meta sidien il-lukanda ikkontestaw id-deċiżjoni tal-Awtoritá tal-Artijiet, fl-aħħar sabu lil min jagħti kas. Il-Maġistrat Charmaine Galea li ppresjediet l-appell emfasizzat li r-regoli dwar l-imwejjed u s-siġġijiet fl-apert jipprojibixxu li dawn jitqegħdu biswit toroq arterjali, viċin traffiku li jkun għaddej b’veloċitá. Il-Maġistrat Galea emfasizzat li n-nies għandha dritt li tkun imħarsa mit-traffiku, mill-istorbju kif ukoll mid-dħaħen iġġenerati mill-karozzi.

Il-Maġistrat Charmaine Galea għandha raġun. Hemm ħtieġa urgenti li l-loġika tagħha tinfetta l-proċess deċiżjonali tal-Awtoritá tal-Ippjanar għax hu ċar li prattikament il-ħwienet tal-kafè u r-restoranti kollha fuq il-bankina fix-Xatt tal-Gżira u tas-Sliema mhumiex skont ir-regoli. Dan jgħodd ukoll għal inħawi oħra.

Id-deċiżjoni tal-Maġistrat Galea tagħti piz lill-argumenti tas-sindki tal-Gżira u tas-Sliema li ilhom żmien jinsistu li l-ħwienet tal-kafè u r-restoranti al fresco biswit ir-rotot ewlenin tat-traffiku jeħtieġu iktar ħsieb qabel ma jingħataw il-permess biex joperaw. Jeħtieġ titjib fl-infrastruttura biex it-traffiku jkollu jnaqqas il-veloċitá kif ukoll biex in-nies ikunu protetti minn inċidenti kkawżati minn karozzi misjuqa bl-addoċċ, mill-istorbju kif ukoll mid-dħaħen tal-petrol u d-dijsil. L-Awtoritá tal-Ippjanar ma wriet l-ebda sens ta’ responsabbilta meta injorat lin-nies u qieset biss il-qies li dawk li jridu jdawru lira, irrispettivament mill-konsegwenzi.

Fuq il-bankini ftit qed jitħalla spazju biex jgħaddu n-nies u ma hemm l-ebda protezzjoni la mit-traffiku perikoluż u l-anqas mid-dħaħen. Għall-Awtoritá tal-Ippjanar, sfortunatament, dan kollu ma jfisser xejn.

It-tħassib tal-Kunsilli Lokali dwar il-ħwienet tal-kafè u r-restoranti al fresco hu għal kollox injorat mill-Awtoritá tal-Ippjanar għax ma jidhriliex li huma affarijiet li għandha tikkunsidra qabel ma tieħu d-deċiżjonijiet tagħha.

Qabel ma tippjana passiġġata max-xatt ftakar li hemmhekk hu riżervat għal min irid idawwar lira! Mill-bqija, is-sogru hu kollu tiegħek.

Ippubblikat fuq Illum : Il-Ħadd 1 ta’ Settembru 2018

 

 

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Al fresco dining ……… at your risk

Al fresco dining has taken over pavements in a number of localities and parking spaces too have not been spared either, as the catering business does not care about anything except its bottom line. Apparently, we are expected to walk in the middle of the road.

The authorities do not give a fig, as their brief is apparently to be business-friendly. People friendly? Their dictionary has no reference to the term: never heard of that!

In the last few weeks, the mayors of Gżira and Sliema – Conrad Borg Manchè and Dominic Chircop – have rightfully emphasised that the manner in which al-fresco coffee shops and restaurants in their localities are operating is largely unacceptable. It just takes one car accident to kill a number of diners: then maybe the authorities will take note.

Accidents do happen: a few weeks ago, in July, a 25-year old Dutchman, who was walking along the St Julian’s promenade was hit by an over-speeding Subaru Impreza, driven by a 20-year-old who was reported as being well over the drink-drive limit. The Dutchman died in hospital. Others were injured; street furniture was damaged.

The Lands Authority has taken the right step in refusing an application submitted by the owners of the Waterfront Hotel on The Strand Gżira, to encroach on a number of parking spaces in order to provide an al-fresco extension to the Hotel on the pavement. When the hotel’s owners contested the Lands Authority’s decision,  they were, at last, faced with some common-sense.

Magistrate Charmaine Galea, chairing the Appeals Tribunal, emphasised that the outdoor catering policy prohibited any platforms adjacent to arterial roads or in close proximity to fast-moving traffic. She rightly emphasised the fact that restaurant patrons had to be safeguarded from traffic, noise and air pollution.

She is obviously right and we desperately need her logic to “infect” the Planning Authority decision-making structures because it is clear that practically none of the al-fresco dining areas on the pavement along The Strand in Gżira and Sliema (and many other areas) are in accordance with the policy.

Magistrate Galea’s decision gives considerable weight to the points raised by the mayors of Gżira and Sliema who have been insisting all along that al-fresco dining alongside main traffic routes needs to be given considerably more thought before being given the go-ahead. The infrastructure needs upgrading in order that traffic calming measures are introduced and restaurant patrons are adequately protected – not only from traffic accidents but from noise and exhaust fumes as well. The Planning Authority has not acted responsibly when it has issued a considerable number of permits which ignore patrons but then takes great care of the bottom-line of the catering establishments.

The permits issued as a result of the so-called “one stop shop” planning policy may be business friendly, but it is certainly not people-friendly. Serious concerns related to pedestrian access through the labyrinthine footpaths left on the pavements, adequate protection from over-speeding traffic and the impact on health impacts from eating metres away from exhaust fumes are continuously ignored by the Planning Authority.

The inputs from local councils on the subject of al-fresco dining is repeatedly ignored, as the Planning Authority is not bothered. It obviously considers the above issues as being trivial in nature.

Walking along The Strand?

Forget it: the promenade is reserved for business!

 

published in The Malta Independent on Sunday : 1 September 2018

Beyond the trees

The public debate of the Central Link project is currently concentrated on the manner in which it will impact the tree population along its route. It is an important discussion because it is concentrating on one of the visible impacts of the project. The trees should definitely by protected and preferably increased in number.

However the number of trees impacted is just an (important) detail. There are other “important details” which need to be considered, amongst which the agricultural land to be taken up, the emissions – which need to be reduced, in particular the minute particulate matter- as well as noise pollution.

Little discussion has, however, ensued on the basic question: do we need the proposed improvement of the road network?

To answer this basic issue, we need to consider the different options available to facilitate sustainable mobility around our islands. These are options that are available to each and every one of us, but do we make use of them?

Why do we make use of private cars for very short distances? Are we aware of the fact that around 50 per cent of journeys in private cars on our roads are of under 15 minutes duration?

To answer the basic question we cannot just focus on traffic congestion. Traffic congestion is, in reality, the effect and not the cause of our transport problems: it means that our roads are bursting at the seams. We need to consider the issue in depth and in a holistic manner.

The National Transport Master Plan for the Maltese Islands does just that. When considering the proposals listed in the Master Plan, it is not a question of pick and choose: it is an integrated plan. Some of the proposals are easy to implement, others are tough as they strike at the real cause of our transport problems: our behaviour. Little effort is being expended in this direction.

The operational objectives for road transport in the Master Plan place great emphasis on the need to reduce the role of the car in the busy congested urban areas as well as on the provision of alternatives to private vehicular demand in these areas.

Unfortunately, instead of implementing these basic operational objectives Transport Malta is focusing on increasing the capacity of the road network in order to address traffic congestion. As a result, it is addressing the effects and ignoring the cause of the miserable state of our road network.

Government’s policy of massive investment in the road network, will, in the long term, be counter-productive as it will only serve to increase the number of vehicles on our roads and, consequently, cause more congestion.

Just throwing money at problems in the form of substantial subsidies of public transport is not as effective as we would like. The positive impacts of these and other subsidies are being cancelled out through the massive road network investment: a declaration that the private car is the preferred mode of transport of the policy maker.

As a result, the clear message of Malta’s transport policy is that public transport is only tolerated as life is only made easy for the users of private vehicles. It should, in fact, be the other way around.

The National Transport Master Plan clearly emphasises that 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.

It is about time that the government starts implementing its own Master Plan which so far it has consistently ignored.

published in The Independent on Sunday : 24 June 2018

Ix-xogħol ta’ kostruzzjoni nhar ta’ ĦADD

Dal-għodu waqt li bosta għadhom reqdin, jew forsi bdew jaħsbu biex iqumu diġa cempluli minn Ħal-Balzan jilmentaw li xi kuntrattur qiegħed għaddej b’xogħol ta’ kostruzzjoni.

Tajjeb li tkunu tafu li dan hu illegali għax bil-liġi, nhar ta’ Ħadd u fil-festi pubbliċi ma jista’ jsir l-ebda xogħol ta’ kostruzzjoni. Dan skond ir-Regolamenti tal-2007 dwar l-Immaniġġar Ambjentali ta’ siti ta’ Kostruzzjoni . (Skeda III – Estratt fir-ritratt)

ODZ lessons : from  Żonqor to Għargħur

 

A planning application (PA3592/16)  to construct a home for the elderly in the area between Naxxar and Għargħur was due to be discussed by the Planning Authority Board on Thursday. Less than five hours before it was due to begin, however, the public hearing was postponed. There may be valid reasons for the postponement but, so far, such reasons – if they exist – are still unknown.

For the past few months, Alternattiva Demokratika, the Green Party in Malta, has been supporting the residents who are opposed to the development of this privately-owned  home in their neighbourhood since the planning application was first published.

There are various reasons which justify opposition to this proposed development. When faced with such a proposal, the first reactions understandably relate to the direct impact that it will have on the residential community – during both the construction phase and  the operational phase of the proposed facility. During the construction phase, this impact would include excavation noise and vibration, the nuisance caused by airborne dust during construction and the general inconvenience resulting from a large construction site very close to a residential community.

Once the home is in use, the traffic generated at all times of the day – as well as the occupying of residents’ parking spaces by visitors – will be one of the most pressing concerns to justify opposition to the proposal.

These are sensible reasons which justify opposition to the proposed development, even though some mitigation of these impacts is generally possible.

In my opinion, however, before even considering the proposal, it has to be emphasised that the construction of a home for the elderly outside the development zone (ODZ) between Naxxar and Għargħur is a good reason for objection in principle.

On the grounds of social policy, to continue encouraging the institutional care of the aged by way of residential homes does not hold water. It makes much more sense to help the older members of our society to remain in their homes as an integral part of the community, close to their roots, as long as this is possible. This should be the preferred option, rather than forcing them to abandon their roots and move away to the outskirts of our towns and villages.

The Social Policy Ministry harps on about the integration of the elderly in the community while the authority responsible for land use planning is facilitating their segregation. Obviously, somewhere there is a lack of understanding and coordination.

Locating homes for the elderly on the edges of our towns and villages is, in the long term, unsustainable. In addition to fostering segregation, instead of encouraging inclusion, it creates an environmental deficit by encouraging the displacement of a number of the residents of our town and village centres to what is now considered as ODZ land. As a result, this leads to an increase in the number of vacant residential properties while simultaneously adding to the built footprint of the Maltese islands – as if we do not have more than enough developed land!

The 2011 Census identified Għargħur as having a 28.5 per cent residential property vacancy rate. The rate for Naxxar was 24.5. These official statistics, which include both vacant properties and partially vacant properties, will undoubtedly get much worse.

This leads to another argument against the proposal to provide a home for the elderly in this particular area.  How can we justify taking up ODZ land for further development when even the site selection exercise, carried out as part of the application process, identified alternative sites within the development zone?

It seems that not enough lessons have been learnt as a result of the Żonqor debacle.  Is it not about time that the Planning Authority puts its house in order?

Policy coordination between the Ministries concerned with social policy, sustainable development, the environment and land use planning is obviously the missing link and should be addressed immediately.

published in the Malta Independent on Sunday – 25 June 2017

Simon iwiegħed kollox lil kulħadd?

 busuttil-darmanin-demajo

Fdawn il-ġranet, il-Kap tal-Opposizzjoni qal li  jaqbel li l-għaqdiet sportivi għandhom ikunu mgħejjuna biex jimmassimizzaw il-potenzjal kummerċjali tal-faċilitajiet sportivi li jmexxu.

Proposta li tinstema tajba sakemm tiftakar li dan jista jkun il-kawża ta ħafna problemi.

Madwar sena ilu l-Gvern kien ħareg dokument intitolat The Commercialisation of Sports Facilities għal konsultazzjoni pubblika propju dwar dan is-suġġett.

Alternattiva Demokratika tirrikonoxxi l-intenzjonijiet tajba wara dawn il-proposti.

Imma biex jintlaħaq dan l-iskop, hemm iċċans, mhux żgħir, li nispiċċaw bxi grounds tal-futbol barra mill-irħula tagħna mibnijin bi ħwienet u uffiċini u bil-ground tal-futbol fuq il-bejt, bħalma diġa hemm fTignè! U jekk inti toqgħod fit-tarf tar-raħal hemm ċans tajjeb li tkun tista issegwi partita futbol minn fuq il-bejt. Jekk tkun iffurtunat tkun tista issegwiha ukoll mill-kamra tas-sodda! Anke l-floodlights jispiċċaw idawlulek il-kmamar tad-dar. Tispiċċa tiffranka l-konsum tal-elettriku! Dan apparti l-problemi ta parking u l-istorbju, sajf u xitwa. Dan eżempju wieħed. Hemm bosta oħra.

Fi stqarrija li ħriġna Alternattiva Demokratika sena ilu għidna li dak propost, jekk implimentat, jista jkun il-kawża ta ħafna ħsara ambjentali kif ukoll ikollu effett neġattiv fuq iżżoni residenzjali tagħna.

Daqqa ta ħarta oħra għall-ambjent.

Ovvjament Simon Busuttil donnu nesa li l-ħarsien tal-ambjent mgħandux ikun ristrett għad-dokumenti imma għandu jkun rifless ukoll fkull inizjattiva li nieħdu. Tajjeb li Simon Busuttil jiftakar sewwa kull hin li dak li wiegħed fid-dokument ambjentali A Better Quality of Life for You. Għax bih rabat idejh u bħala riżultat kellu jaħseb ftit iktar dwar il-konsegwenzi tal-proposti tiegħu għall-kummercjalizzazzjoni tal-facilitajiet sportivi. Alternattiva Demokratika ser tibqa’ tfakkru.

L-Iżvilupp Sostenibbli

Environment

Illum il-ġurnata, diversi jitkellmu dwar “sostenibilitá” u dwar “l-iżvilupp sostenibbli”. Sfortunatament, bosta drabi ma jkunux jafu x’inhuma jgħidu. Bħala riżultat jispiċċaw iwasslu messaġġi żbaljati.

Mela, ejja nibdew minn hawn. Meta nitkellmu dwar sostenibilitá inkunu qed nirriferu lejn dak li nagħmlu. Dan ikun sostenibbli kemm-il darba, d-deċiżjonijiet tagħna ma jippreġudikawx lil ġenerazzjonijiet futuri milli huma ukoll ikunu jistgħu jieħdu d-deċiżjonijiet tagħhom. Min-naħa l-oħra, l-iżvilupp sostenibbli hi t-triq li permezz tagħha nistgħu noqorbu u eventwalment naslu viċin li nkunu sostenibbli.

Fi ftit kliem is-sostenibilitá tħares fit-tul.

Dan kollu ma jikkonċernax biss l-ambjent. Imma jiġbor flimkien kemm il-politika ambjentali, kif ukoll dik ekonomika, il-politika soċjali kif ukoll il-politika kulturali. Ifisser li f’dak kollu li nagħmlu irridu nħarsu fit-tul u rridu nassiguraw li l-ħarsien ambjentali, l-iżvilupp ekonomiku u soċjali jimxu id f’id u b’rispett għall-kisbiet kulturali.

Dan iwassal għal numru ta’ konklużjonijiet loġiċi li jiffurmaw il-bażi tal-politika għall-iżvilupp sostenibbli. Kienet Gro Harlem Brundtland, soċjal demokratika Norveġiża li serviet kemm bħala Prim Ministru kif ukoll bħala Ministru għall-Ambjent ta’ pajjiżha li fasslet it-triq meta fl-1987 mexxiet il-ħidma tal-Kummissjoni Dinjija għall-Ambjent u l-Iżvilupp tal-Ġnus Magħquda u ippreżentat ir-rapport intitolat Our Common Future.

B’mod prattiku, l-iżvilupp sostenibbli għandu jwassal għal deċiżjonijiet konkreti li permezz tagħhom, l-iżvilupp li jseħħ ikun wieħed li jirrispetta lin-nies, lin-natura u l-kultura. Fi ftit kliem, il-profitti li tiġġenera l-ekonomija ikunu ibbażati fuq kriterji etiċi. Kien għal din ir-raġuni li sa mis-snin disgħin, meta l-iżvilupp sostenibbli issemma l-ewwel darba fil-liġijiet Maltin, dan kien responsabbiltá diretta tal-Prim Ministru. Ta’ l-inqas fuq il-karta.

Għax il-politika dwar l-iżvilupp sostenibbli tmiss l-oqsma kollha tal-ħajja pubblika u allura teħtieġ politiku ta’ esperjenza. Sfortunatament l-ebda wieħed mill-Prim Ministri li kellna s’issa ma mexxa hu f’dan il-qasam għax dejjem iddelegah lill-Ministru (jew lis-Segretarju Parlamentari) responsabbli għall-Ambjent. Dan hu żball għax il-Ministru responsabbli mill-Ambjent rari ħafna jkun f’posizzjoni li jagħti direzzjoni lill-Ministri l-oħra, li ngħiduha kif inhi, ftit li xejn ikollhom interess fl-iżvilupp sostenibbli.

B’eżempju forsi ninftehmu aħjar dwar kemm f’Malta, l-politika dwar l-iżvilupp sostenibbli hi biss logħob bil-kliem.

Inħarsu ftit lejn l-infrastruttura tat-toroq tagħna, inkluż it-trasport pubbliku. B’mod mill-iktar ċar din mhiex sostenibbli u ilha hekk għal ħafna żmien.

Marbuta mal-infrastruttura tat-toroq hemm il-mobilitá u l-kwalitá tal-arja. Dan flimkien mal-konġestjoni tat-traffiku, l-impatti fuq is-saħħa prinċipalment minħabba l- kwalitá fqira tal-arja kif ukoll l-impatti fuq l-ekonomija tal-ħin moħli fi traffiku ma jispiċċa qatt.

F’Mejju 2014 l-Istitut għat-Tibdil fil-Klima u l-Iżvilupp Sostenibbli tal-Universitá ta’ Malta kien ikkummissjonat mill-uffiċċju rappresentattiv tal-Unjoni Ewropeja f’Malta biex iħejji studju dwar l-impatti tat-traffiku f’Malta. Minn dan l-istudju, intitolat The External Costs of Passenger and Commercial Vehicles Use in Malta , jirriżulta li l-impatt tal-konġestjoni tat-traffiku hu stmat li hu ekwivalenti għal 1.7% tal-Prodott Gross Nazzjonali. Din l-istima tieħu konsiderazzjoni kemm tal-petrol/diesel kif ukoll tal-ħin li jinħela bħala riżultat tal-konġestjoni tat-traffiku. Hu stmat li f’Malta kull sewwieq, kull sena, jaħli medja ta’ 52 siegħa  wieqaf fit-traffiku.

L-istudju iżid jgħid li din l-istima tiżdied u tilħaq l-4% tal-Prodott Gross Nazzjonali jekk jittieħed ukoll konsiderazzjoni tal-inċidenti tat-traffiku, l-impatt tat-tniġġiz tal-arja, l-effett tat-tniġġiż mill-ħoss kif ukoll il-gassijiet serra. Għall-paragun, tajjeb li nirrealizzaw li t-tkabbir ekonomiku għas-sena 2017 huwa stmat li ser ikun ta’ 3.5% tal-Prodott Gross Nazzjonali.

Dan hu biss eżempju wieħed. Bħalu hemm bosta oħra.

Il-loġika tal-iżvilupp sostenibbli kellha inevitabilment twassal għal servizz effiċjenti ta’ transport pubbliku snin ilu bil-konsegwenza ta’ tnaqqis sostanzjali ta’ karozzi mit-toroq tagħna. Huwa dak li għandna nippretendu f’pajjiż żgħir bħal tagħna fejn kważi kullimkien qiegħed biss tefa’ ta’ ġebla ‘l-bogħod. Imma, kollox bil-maqlub!

Darba l-Kabinett kien approva Strateġija Nazzjonali għall-Iżvilupp Sostenibbli  ………….. imma sadanittant il-politika tat-trasport f’Malta għadha tinkoraġixxi iktar karozzi fit-toroq tagħna.

 ippubblikat fl-Illum : il-Ħadd 8 ta’ Jannar 2017

The logic of sustainable development

four_pillar-sustainable development

 

Political discourse is nowadays peppered with the terms “sustainability” and “sustainable development” but often, unfortunately,  their use is out of context and thereby transmits the wrong message.

So, let us first be clear as to what the terms really mean. Being in a state of sustainability means that our actions, attitudes and behaviour are such that future generations are not precluded from taking their own decisions. On the other hand, sustainable development is the path to be followed to achieve sustainability.

This is not just a matter of environmental concern. It is an intertwining of environmental, economic, social and cultural policy. It means that our actions must take the long view and be compatible with the forces of nature, the economy, human development and a respect for culture.

All this leads to a number of logical conclusions which form the basis of the politics of sustainable development. This was first outlined by Gro Harlem Brundtland, a former Norwegian social democrat prime minister and minister for the environment in her seminal  1987 report Our Common Future,drawn up for the UN World Commission on Environment and Development. In her report, Brundtland, made ample use of the conclusions of an earlier debate in the World Council of Churches in 1974.

In practical terms, the politics of sustainable development should lead  to a number of concrete decisions, as a result of which modern-day living is simultaneously respectful of society, nature, the economy and the accumulated cultural heritage in its widest sense. Sustainable development is, in fact, a balanced approach to development. It is for this reason that, since the 1990s, when sustainable development first made it to Malta’s statute book, it was retained (on paper) as a direct political responsibility of the Prime Minister.

Sustainable development permeates all areas of policy and hence requires a senior politician in Cabinet to be in charge. Unfortunately, not even one of our prime ministers assumed direct political responsibility for the matter as, formally or informally, all of them delegated the matter to the Minister (or Parliamentary Secretary) responsible for the environment.

The Minister responsible for the environment cannot make much headway as he is dependent upon – and can in no way can he be expected to direct – his cabinet colleagues, most of whom are not really interested in sustainable development, anyway. A simple example will illustrate how all the talk on sustainable development by governments in Malta has been an exercise in managing hot air.

Consider the management of Malta’s road infrastructure, including public transport. This is clearly unsustainable and has been so for a long time. The public transport reform carried out under the direction of former Minister Austin Gatt was a public disservice as it made a bad situation even worse.

The management of Malta’s road infrastructure brings to the fore a number of issues, including mobility and air quality. Linked to these are traffic congestion, health impacts primarily due to poor air quality and the impact of the clogging of our roads on our economy through a substantial amount of time spent fuming at our steering wheels.

In May 2014, the Institute for Climate Change and Sustainable Development of the University of Malta was commissioned by the European Union representation in Malta to carry out a study on the external costs of traffic and congestion in Malta. Among other things, this study, entitled The External Costs of Passenger and Commercial Vehicles Use in Malta, estimated that 1.7 per cent of Malta’s GDP is wiped out annually as a result of traffic congestion. This conclusion took into consideration both fuel wasted and time lost: approximately 52 hours per annum per commuter.

The study further emphasises that this estimate would rise to four per cent of the GDP if it also took into consideration traffic accidents, the impacts of air and noise pollution as well as the impact of greenhouse gases emitted.  (For comparison purposes, it is pertinent to remember that the real Malta GDP growth for 2017 is projected at 3.5 per cent.)

This is just one example. There are many more.

The logic of sustainable development would have inevitably led to an efficient public transport system ages ago and a substantially reduced number of cars on our roads. It is what one would expect in a small country where practically everywhere is within a stone’s throw of everywhere else.  Yet we get the complete opposite.

Once upon a time, the Cabinet had approved a National Strategy for Sustainable Development – yet Malta’s transport policy is still one which encourages more cars on the road.

 published in the Malta Independent on Sunday : 8 January 2017

Meta l-Parlament jistenbaħ

Noise Report 2015.draft

 

It-Times online irrappurtat dwar rapport li l-Ministru Manwel Mallia qiegħed fuq il-mejda tal-Kamra wara talba li saret għal dan mill-Membru Parlamentari Anthony Agius Decelis. Rapport li ilna nafu bih xhur twal!

Huwa tajjeb, anzi tajjeb ħafna, li l-Parlament jistenbaħ għar-realtá ta madwarna. U din ir-realtá hi sempliċi ħafna. Mhux diffiċli biex tinftiehem.

Is-suċċess ekonomiku tal-Freeport, tgħid din ir-realtá, qed iħallsu għalih ir-residenti ta Birżebbuġa. Għal ħafna snin ħadd ma kienet qiegħed jagħti kaz. Huwa tajjeb li fl-aħħar hemm min qiegħed jistenbaħ.

Imma waqt li l-Onorevoli Agius Delicata (u oħrajn) kien rieqed, ħaddieħor kien qiegħed jaħdem biex iktar persuni jirrealizzaw xinhu jiġri. Għax ir-rapport dwar il-ħsejjes ma sarx waħdu. Sar għax il-Kunsill Lokali ta Birżebbuġa ħadem kemm felaħ ħalli l-Freeport jerfa r-responsabbiltajiet tiegħu.

L-isfida reali hi li l-Freeport iwettaq ir-rakkomandazzjonijiet li fih dak ir-rapport! Hi triq twila u anke hemm naslu!

Simon Busuttil għadu ma fehem xejn

Simon Busuttil 11

Simon Busuttil inħasad. Hekk irrapportat il-Malta Today dwar ir-reazzjoni tal-Kap tal-Opposizzjoni għad-deċiżjoni tal-Gvern li mhux ser jinkoraġixxi l-espansjoni tal-Port Ħieles.

Simon Busuttil għadu mhux qed jirrealizza illi l-impatti li qed joriġinaw mit-Terminal tal-Port Ħieles qed jifnu lir-residenti ta’ Birżebbuġa . L-iktar li qed jinħass presentment hu l-istorbju matul il-ħin tal-mistrieħ. Imma mhux dan biss.

Kif diġa kelli l-opportunità illi nispjega f’artikli oħra, hemm ukoll impatti li huma kkawżati mid-dawl eċċessiv fit-Terminal tal-Port Ħieles kif ukoll impatti li joriġinaw min-nuqqas ta’ aċċess għall-baħar għall-isports u d-divertiment b’mod ġenerali.

L-impatti ambjentali għandhom effett immedjat kif ukoll effetti fit-tul fuq il-kwalità tal-ħajja tar-residenti ta’ Birżebbuġa. Hekk qiegħed jagħmel il-Port Ħieles: qiegħed bil-mod il-mod jherri l-kwalità tal-ħajja tar-residenti ta’ Birżebbuġa. Fi ftit kliem is-suċċess tal-Port Ħieles qed iħallsu għalih ir-residenti ta’ Birżebbuġa billi tul is-snin, sal-lum ukoll, qed jiġu mġiegħela jissagrifikaw il-kwalità tal-ħajja tagħhom.

Pajjiż serju ma jittratta lil ħadd miċ-ċittadini tiegħu b’dan il-mod. Alternattiva Demokratika ilha titkellem żmien twil dwar dan. Għalhekk huwa ta’ sodisfazzjon għalina li l-Gvern u l-Partit Laburista fl-aħħar fehmu dan. Huwa ukoll tal-mistħija li Simon Busuttil li jippoppa sidru bħala l-paladin il-ġdid tal-ambjent għadu ma fehem xejn.