L-emerġenza klimatika

Li niddikjaraw li l-qagħda tal-klima tnissel sens ta’ emergenza hu pass pożittiv. Li nagħrfu dan ifissser li qed titnissel kuxjenza illi ma baqax wisq żmien biex nieħdu l-passi li hemm bżonn.

Ir-Renju Unit, ir- Republika tal-Irlanda, Franza, il-Kanada, l-Awstrija u l-Argentina flimkien ma bosta bliet u awtoritajiet lokali madwar id-dinja, iddikjaraw li għandna Emergenza Klimatika. Dawn jinkludu lil New York u San Francisco fl-Istati Uniti, Sydney u Melbourne fl-Awstralja, Pariġi u Mulhouse fi Franza, Seville, Zaragoza, ir-reġjun tal-Catalonia u l-Gżejjer Canary fi Spanja, Milan, Napli u Lucca fl-Italja, Basel-Stadt fl-Isvizzera, Bonn, Cologne u Düsseldorf fil-Ġermanja, Auckland u Wellington fi New Zealand, Amsterdam fl-Olanda, Varsavja u Krakow fil-Polonja, u Bacolod fil-Filippini.

Id-dikjarazzjoni dwar l-emerġenza klimatika, li kienet waħda mit-talbiet tal-grupp ta’ attivisti ambjentali Extinction Rebellion, kienet bla dubju pass importanti, imma hu ferm iktar importanti dak li jrid isegwi din id-dikjarazzjoni. Jekk il-kliem tad-dikjarazzjoni ma jkunux tradotti f’azzjoni, id-dikjarazzjoni l-anqas biss tiswa’ l-karta li hi stampata fuqha!

Il-punt bażiku li jista’ joħroġ mid-dikjarazzjoni tal-emerġenza klimatika hu l-għarfien li l-azzjoni dwar it-tibdil fil-klima għandha tkun prijorità politika. KuIl Gvern għandu jagħti kaz ta’ dan fil-ħidma kollha tiegħu.

L-aħħar rapport tal-IPCC (Intergovernmental Panel on Climate Change) ippubblikat fl-2018 jagħmel enfasi li minkejja l-wegħdiet mill-komunità internazzjonali fis-Summit ta’ Pariġi dwar it-tibdil fil-klima, it-temperatura globali tidher li ser taqbeż bid-doppju l-massimu li nagħtajna parir li m’għandux jinqabeż: mexjin lejn żieda ta’ 3 gradi Celsius iktar mit-temperatura pre-industrijali . Din iż-żieda astronomika antiċipata hi l-kawża tal-emergenza. L-impatt kumulattiv tal-azzjoni dwar il-klima madwar id-dinja s’issa jindika li l-miri minimi mhux ser jintlaħqu.

Bħala riżultat tat-tibdil fil-klima partijiet mid-dinja, gradwalment, mhux ser jibqgħu abitabbli: zieda fit-temperatura, intensifikazzjoni tal-maltempati, nixfa banda u għargħar band’oħra. Dan kollu ser iħarbat il-ħajja kif nafuha sal-lum.

Iktar kmieni din il-ġimgħa, l-European Environment Agency (EEA) ippubblikat rapport qasir intitolat Climate Change Threatens the Future of Farming in Europe fejn kien enfasizzat li t-temperatura fin-Nofsinnhar tal-Ewropa ser togħla tant li sal-2050, mir-raba’ jista’ jkun li  l-prodotti li nieħdu jonqsu bin-nofs. Fl-istess ħin iż-żieda fit-temperatura fit-Tramuntana tal-Ewropa ser tagħmel dik iż-żona iktar addattata għall-agrikultura.

B’mod partikulari, emfasizza Euractive, l-vitikultura fir-reġjuni madwar il-Mediterran li huma storikament marbutin mal-inbid tonqos sostanzjalment bħala riżultat tas-sħana eċċessiva li qed tiżviluppa.

Din hi l-emerġenza rejali. Minkejja kollox baqa’ ftit taż-żmien biex dan inkunu nistgħu nindirizzawh. Jeħtieġilna imma illi nieħdu iktar ażżjoni bis-serjetà biex nindirizzaw il-kawżi tat-tibdil fil-klima. Qed ngħixu stil ta’ ħajja insostenibbli li jagħti l-impressjoni li għada mhux ser jasla.

M’għandniex bżonn wisq iżjed rapporti. Nafu x’qed jikkawża t-tibdil fil-klima imma ma hemmx biżżejjed rieda politika għal azzjoni. Li nipposponu l-problema f’ħoġor il-futur mhi ser isolvi xejn għax anke għada jista’ jkun tard wisq.

Huwa għal dan l-iskop li jinħtieġ li nirrikonoxxu l-fatt li qegħdin fi kriżi klimatika: hemm ħtieġa li niffukaw l-azzjoni tagħna u nikkommettu ruħna li l-azzjoni dwar it-tibdil fil-klima hi prijorità.

Li neliminaw iż-żieda fil-produzzjoni tal-karbonju (carbon neutrality) fl-iqsar żmien possibli għandu jkun il-mira ta’ kull Gvern. Dan jintlaħaq billi tittieħed azzjoni f’kull qasam, b’mod partikolari fejn jistgħu jinkisbu riżultati b’mod immedjat.

Huwa għal dan l-iskop li Alternattiva Demokratika issa ilna żmien niffukaw fuq il-qasam tat-Trasport bħala s-settur ovvju li jista’ jagħti kontribut sostanzjali għall-isforz ta’ Malta biex ikun indirizzat it-tibdil fil-klima. Minħabba d-distanzi żgħar bejn l-ibliet u l-irħula tagħna, hu iktar faċli minn f’pajjiżi oħra li jkollna mobilità sostenibbli mingħajr l-użu ta’ karozzi privati li jħammġu bl-użu tal-petrol u d-diżil. Ilkoll nirrabjaw li qed jintużaw wisq il-karozzi u li l-użu ta’ mezzi alternattivi ta’ transport mhux inkoraġġiti biżżejjed.

Il-Pjan Nazzjonali tat-Trasport jenfasizza dan kollu meta jiġbdilna l-attenzjoni tagħna li iktar minn nofs il-vjaġġi li nagħmlu bil-karozzi privati jdumu inqas minn kwarta u huma għal distanzi li ma jaqbżux il- ħames kilometri.

Flok ir-retorika dwar il-klima għandna bżonn azzjoni konkreta. B’hekk biss nindirizzaw l-emerġenza.

 

Ippubblikat fuq Illum : Il-Ħadd 8 ta’ Settembru 2019

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The Climate Emergency

Declaring a climate emergency is a positive step: recognising that the current state of the climate creates an emergency situation signifies that we are aware that time is running out.

The United Kingdom, the Republic of Ireland, France, Canada, Austria and Argentina together with various municipalities and local authorities all around the world, have declared a Climate Emergency. These include New York and San Francisco in the USA, Sydney and Melbourne in Australia, Paris and Mulhouse in France, Seville, Zaragoza, Catalonia and the Canary Islands in Spain, Milan, Naples and Lucca in Italy, the canton of Basel-Stadt in Switzerland, Bonn, Cologne and Düsseldorf in Germany, Auckland and Wellington in New Zealand, Amsterdam in Holland, Warsaw and Krakow in Poland, and Bacolod in the Philippines. This was one of the demands of the environmental activist group Extinction Rebellion.

The Climate Emergency Declaration was certainly a positive step, but what comes next is more important because if the words of the declaration are not translated into action the declaration will not be worth the paper it is printed on.

The basic point which emerges from a Climate Emergency Declaration is the recognition that action on climate change is a political priority and all the actions of governments should be developed in recognition of this basic fact.

The latest IPCC (Intergovernmental Panel on Climate Change) report published in 2018 underlines the fact that, notwithstanding the Paris Climate Change Summit pledges by the international community, the global temperature is on track for an increase that is double the maximum which we are advised should not be exceeded: that is 3 degrees Celsius above the pre-industrial temperature. This anticipated astronomical increase is the cause of the emergency: the cumulative impact of climate action on a global level so far indicates that the minimum targets set will not be met.

As a result of climate change parts of the globe will become progressively uninhabitable with increasing temperature, intensification of storms, droughts in some parts of the world and floods in others, all of which will disrupt our life as we know it.

Earlier this week the European Environment Agency (EEA) published a short report entitled Climate Change Threatens the Future of Farming in Europe, underlining the fact that the temperature in Southern Europe will be such the yield from various crops will be reduced by 50 per cent by 2050. Simultaneously, the increase in temperature in Northern Europe would make that region more suitable for agriculture.

In particular, emphasised Euractive, “viticulture in the historical wine regions of the Mediterranean will be not doing well, as a result of the heat stress.”

The emergency is real and yet there is still a small time-frame during which it can be addressed. We need to take serious action to address the causes of climate change: an unsustainable lifestyle which assumes that tomorrow never comes.

We do not need many more reports. The causes of climate change are known but there is an insufficient political will to act. Postponing the problem into the future will not solve anything as tomorrow may be too late.

It is for this reason that we need to recognise the fact that a Climate Emergency exists and focus our attention on a commitment to take action on climate change as a matter of priority.

Achieving carbon neutrality in the shortest possible time should be a clear objective of all governments. This can be achieved by acting immediately in all areas, but primarily in those where immediate results could be attained.

It is for this reason that the Greens in Malta have, in recent months, focused on the transport sector as the most obvious sector that could contribute substantially to Malta’s efforts against climate change. Given the short distances between localities, sustainable mobility can be easily achieved by means other than private cars using fossil fuel. I think it makes many people angry, as it does me, that people use cars far too much and there is certainly a lack of encouragement to use alternatives.

The Transport Master Plan underlines the attainability of this objective by pointing out that over 50 per cent of journeys by private car are for less than 15 minutes and for distances not exceeding 5 kilometres.

Climate action rhetoric needs to be translated into concrete action – and the sooner the better. It is the only way to address the emergency.

published in The Malta Independent on Sunday : 8 September 2019

12-il minuta pjaċir

F’waħda mill-ħrejjef minsuġa mill-konsulenti tal-Gvern, ġejna nfurmati li l-infieq massiċċ fl-infrastruttura tat-toroq ser iwassal biex ikollna 12-il minuta iktar fil-ġimgħa miżjuda mal-ħin liberu tagħna, ħin li illum hu mitluf.

Din iż-żieda fil-ħin liberu tagħna, qalulna, ser tkun possibli għax ser neħlu inqas fit-traffiku. Sa fejn naf jien, dak li ntqal eżatt f’din il-ħrafa għad mhuwiex ippubblikat. Nafu bl-eżistenza tagħha permezz ta’ waħda mill-attivitajiet pubbliċi tal-Onorevoli Ministru tat-Trasport Ian Borg!

Xi snin ilu, kien ippubblikat studju serju, intitolat The External Costs of Passenger and Commercial Vehicles use in Malta. Dan kien ippubblikat mill-Istitut dwar il-Bidla fil-Klima u l-Iżvilupp Sostenibbli fl-Università ta’ Malta. F’dan l-istudju, iffinanzjat mill-Unjoni Ewropeja, kien ġie stmat li l-ħin li jintilef fil-konġestjoni tat-traffiku f’Malta minn kull persuna li ssuq jammonta għal madwar 52 siegħa fis-sena, u ċjoe madwar 60 minuta fil-ġimgħa. Billi dan l-istudju kien ippubblikat erba’ snin ilu, fl-2015, probabbilment li s-sitwazzjoni illum hi xi ftit agħar minn hekk ukoll. Imma anke minn din iċ-ċifra ta’ 60 minuta fil-ġimgħa, diġa jidher li l-konsulenti tal-Gvern għadhom ftit lura: għax għad baqa’ 80% tal-ħin mitluf fil-konġestjoni tat-traffiku li għadhom l-anqas biss xammewh.

Il-problema bażika li għandu l-Gvern bil-politika tat-trasport tiegħu hi li l-miżuri u l-inizjattivi li qed jieħu biex jindirizza l-konġestjoni tat-traffiku huma indirizzati lejn l-effetti li jirriżultaw mill-użu tat-toroq. Mhux qed ikun indirizzat b’mod adegwat dak li qed jikkawża din il-konġestjoni. Jekk inħarsu fit-tul, li jitwessgħu t-toroq, inkella li tkun żviluppata l-infrastruttura tat-toroq biex dawn jifilħu iktar karozzi qatt ma ser jagħti riżultati sodisfaċenti. Is-sitwazzjoni inevitabilment taqleb għall-agħar, għax nispiċċaw nipposponu l-problemi għal iktar tard, meta ibagħad ikunu ferm agħar.

Miżuri li jimmiraw għal riżultati immedjati biex tiżdied l-effiċjenza tat-toroq jistgħu jagħtu riżultati kemm-il darba jintrabtu ma miżuri bl-iskop li jnaqqsu l-karozzi mit-toroq tagħna.

Ikun floku li nħarsu mill-ġdid lejn l-Istrateġija Nazzjonali tat-Trasport li twassal sal-2025: din identifikat li madwar ħamsin fil-mija tal-vjaġġi b’karozzi privati jieħdu inqas minn kwarta. Dan ifisser li l-inizjattivi tal-politika tat-trasport għandhom ikunu iffukati lejn il-movimenti tat-traffiku lokali u reġjonali. Ħidma iffukata f’din id-direzzjoni, bla dubju, tagħti riżultati fi żmien raġjonevoli.

Il-konġestjoni tat-traffiku hi riżultat tad-dipendenza akuta tagħna lkoll fuq il-karozzi. Hija din id-dipendenza li għandha tkun indirizzata bla iktar dewmien. Sfortunatament hu propju dan li l-Gvern u l-agenziji tiegħu qed jagħmlu ħilithom kollha biex jevitaw illi jindirizzaw.

Biex inkun ġust fil-kritika tiegħi għandi ngħid ukoll li ġew introdotti diversi miżuri biex iħeġġu lil min jagħmel użu minn mezzi alternattivi ta’ transport. Dawn jinkludu aċċess bla ħlas għat-trasport pubbliku għal diversi kategoriji kif ukoll miżuri biex ikun inkuraġġit l-użu tar-rota. L-enfasi fuq l-użu tat-trasport bil-baħar fil-portijiet huwa ukoll ta’ benefiċċju u dan billi mhux biss hu mezz effiċjenti ta’ mobilità imma għandu l-kosegwenza diretta li jnaqqas il-karozzi mit-toroq tagħna. Miżuri biex ikun indirizzat it-trasport tal-iskejjel kienu ukoll inizjattiva oħra importanti. Fil-ħidma tal-gvern hemm nuqqas wieħed importanti li jagħmel id-differenza kollha: il-gvern għażel inċentivi biex iħajjar lil min jibdel l-iġieba tiegħu. Jonqos li jieħu miżuri fil-konfront ta’ dawk li jibqgħu jużaw il-karozzi privati meta hu għaqli li dan m’għandux isir. Dan qed isir għal raġuni ovvja: biex ikunu evitati konsegwenzi politiċi tal-miżuri iebsa li huma meħtiega.

Għandhom ikunu użati b’mod estensiv miżuri fiskali biex jonqsu l-karozzi mit-toroq kemm b’mod permanenti kif ukoll f’ħinijiet speċifiċi.

Fost il-miżuri li jistgħu jkunu użati hemm il-congestion charge li hi użata f’bosta pajjizi. Din tinvolvi ħlas skont kemm iddum f’zoni li jkun fihom ħafna traffiku, intenzjonata biex ħadd ma jdum iktar milli għandu bżonn f’dawn iż-żoni, kif ukoll biex min jista’ jevithom jagħmel hekk ukoll.

Sfortunatament, din il-congestion charge li xi snin ilu kienet applikata l-Belt Valletta ġiet limitata fil-mod kif kienet qed tiġi applikata b’mod li naqqset l-effettività tagħha. Jekk l-applikabilità ta’ din il-congestion charge tkun imsaħħa hu estiża lil hinn mill-Belt Valletta l-impatt tagħha biex tkun indirizzata l-konġestjoni tat-traffiku fiz-zoni urbani ewlenin f’kull ħin tal-ġurnata tista’ tkun waħda sostanzjali. Gradwalment miżura bħal din twassal għal tnaqqis permanenti ta’ karozzi mit-toroq tagħna flimkien ma żieda sostanzjali kemm fl-użu tat-trasport pubbliku kif ukoll fl-użu ta’ mezzi alternattivi ta’ mobilità sostenibbli.

Politika tat-trasport iffukata biex tindirizza bis-serjetà dak li qed jikkawża l-konġestjoni tat-traffiku, bla ebda dubju, tagħtina ferm iktar minn 12-il minuta żieda fil-ħin liberu tagħna. Dejjem, imma, jekk tindirizza l-kawża reali: id-dipendenza tagħna fuq il-karozzi. Sakemm dan iseħħ ser nibqgħu nisimgħu iktar ħrejjef minsuġa mill-konsulenti tal-Ministru Ian Borg.

ippubblikat fuq Illum : 21 t’April 2019

12 minutes of fun

In one of the many fairy tales spun by government advisors, we have been informed that the heavy infrastructural investment in roads will result in all of us having the possibility of an additional 12 minutes of fun every week. This additional quality time, we are told, will result from spending less time in traffic congestion. As far as I am aware, the text of this fairy tale has not yet been published. So far, we have only been informed of its existence in one of the many media appearances of Transport Minister Ian Borg!

Some years back, a more serious study entitled The External Costs of Passenger and Commercial Vehicles use in Malta, published by the Institute for Climate Change and Sustainable Development of the University of Malta and funded by the EU, had estimated that the time lost in traffic congestion per commuter in Malta was 52 hours per annum. This works out at approximately 60 minutes per week. Matters are today much worse, as this study was published four years ago in 2015 and the situation has deteriorated further. Apparently, advisors to Infrastructure Malta have not yet accounted for at least 80% of the time estimated to be lost in traffic congestion.

The basic problem with government’s current transport policy is that its measures and initiatives to address traffic congestion are focused on the effects of road usage. The causes of traffic congestion are generally addressed in an inadequate manner. In the long term, increasing road capacity will not give satisfactory results. It will only make matters worse, as a result postponing the problem until a later date when it will be substantially much worse.

Short term measures which increase the efficiency of our roads will only yield results if they are coupled with robust measures intended to reduce cars from our roads.

It is pertinent to point out once more that the National Transport Master Plan 2025 has identified that around 50% of private vehicle trips on Maltese roads involve journeys of a duration of less than 15 minutes. This signifies that local and/or regional traffic movements should be the real focus of transport policy initiatives. This is the low-lying fruit which could give results in a reasonable time, if tackled adequately.

Traffic congestion is the symptom of our malaise: car dependency. It is car dependency which should be addressed head on. This is the real issue which government and its agencies are doing their utmost to avoid.

To be fair various measures have been introduced which seek to encourage the use of alternative means of transport. These include free access to public transport to various categories and various measures to encourage bicycle use. Emphasis on the use of sea transport in the port areas is also beneficial as in addition to being an efficient means of mobility it also reduces cars from our roads. Addressing school transport was also an important initiative. Government has however opted to use mostly carrots and not sticks in implementing transport policy and initiatives. The reasons for this are obvious: to avoid political backlash as much as possible.

Fiscal measures should be used extensively to reduce cars from roads both permanently as well as during particular and specific times of the day.

Among the measures that can be utilised, congestion charges are the most used in other countries. This involves the payment of a charge depending on the duration of your stay in those zones subject to heavy traffic. Its aim is to reduce traffic in such zones.

Unfortunately, the congestion charge applied some years ago in Valletta was curtailed such that nowadays it is not very effective. If the congestion charge is strengthened and gradually extended beyond Valletta its impact could be substantial in addressing traffic congestion at all times of the day around the major urban areas. Gradually such a measure would lead to a permanent reduction of cars from our roads and a substantial increase in use of public transport as well as alternative means of sustainable mobility.

A focused transport policy which seriously tackles the causes of traffic congestion would yield much more than an additional 12 minutes of fun. It has however to deal with the real issue: car dependency. Until such time we will keep listening to the fairy tales spun by Minister Ian Borg’s consultants.

published in The Malta Independent on Sunday : 21 April 2019

Il-politka dwar it-trasport: aġenda moħbija?

Il-Gvern kontinwament jibgħat sinjali kontra xulxin fuq kulma għandu x’jaqsam mal-politika dwar it-trasport. Sinjali li jvarjaw skond min ikun qiegħed jisma’. Lura f’Settembru 2017 Joseph Muscat kien iddikjara li kienet il-politika tal-Gvern immexxi minnu li f’data fil-viċin kien ser jieħu passi biex fil-pajjiż ma jibqgħux jiġu impurtati karozzi li jaħdmu bil-petrol u d-diżil. Price Waterhouse Cooper jidher li ġew imqabbda biex iħejju rapport dettaljat dwar dan.

Minn dan is-sinjal ċar tistenna li toħroġ konklużjoni loġika. Għax jekk ser jibda l-proċess biex fit-toroq tagħna ma jkollniex iktar karozzi li jaħdmu bil-petrol u d-diżil, xi bżonn għandna tal-pompi tal-petrol u d-diżil iktar milli diġa għandna? Il-logika twasslek biex tikkonkludi li ta’ l-inqas ikollna waqfien immedjat u allura ma joħorġux permessi iktar għal pompi ġodda.

Minflok dan, iżda, ġara eżattament bil-maqlub. F’daqqa waħda kellna attività bla preċedent b’numru ta’ applikazzjonijiet għal pompi tal-petrol u d-diżil iktar minn qatt qabel. L-applikanti, bla ebda dubju huma konxji minn dak li qal il-Gvern dwar fejn irid jasal. Għalfejn jissograw investiment kapitali sostanzjali biex jiżviluppaw pompa li għaliha ma jkun hemm l-ebda użu hekk kif il-miri tal-Gvern jintlaħqu?

Il-Pjan Nazzjonali għat-Trasport 2025 kien imfassal għall-amministrazzjoni preżenti mill-konsorzju Italo-Spanjol Ineco-Systematica u ġie ffinanzjat mill-Fond Ewropew għall-Iżvilupp Regjonali. Dan il-pjan jenfasizza li l-politika dwar it-trasport f’Malta u l-ippjanar konness magħha ma tħarisx fit-tul. Biex ikun ċar daqs il-kristall il-pjan jgħid hekk: “In-nuqqas ta’ importanza li ngħata lill-ippjanar fit-tul ifisser li ma hemmx pjan integrat ibbażat fuq analiżi b’miri ċari. Dan wassal f’nuqqas ta’ direzzjoni strateġika kif ukoll fin-nuqqas ta’ kapaċità li jkunu indirizzati materji diffiċli bħal dik dwar il-kontroll tal-użu ta’ karozzi privati.”

Biex jassigura ruħu li dan il-messaġġ jasal, il-Pjan Nazzjonali dwar it-Trasport jemfasizza li “Hemm resistenza qawwija għall-bidla fis-soċjetà Maltija. Dan jikkuntrasta b’mod qawwi mal-ħtieġa li tinħass fil-komunità biex ikunu indirizzati l-problemi tat-traffiku, kemm dawk tal-lum kif ukoll dawk ta’ għada. Dan iwassal biex is-sewwieq Malti jippretendi li ħaddieħor jibdel l-attitudnijiet tiegħu ħalli hu jew hi tkun tista’ tibqa’ ssuq il-karozza.”

Il-Pjan Nazzjonali tat-Trasport imbagħad jidħol fid-dettall fuq il-miri operattivi dwar it-trasport fuq l-art, bl-ewwel mira tkun biex tkun ipprovduta alternattiva għall-karozzi privati ħalli b’hekk tkun inkoraġġita l-mobilità sostenibbli u allura tonqos id-domanda għall-karozzi privati fiz-zona madwar il-port li hi soġġett għal konġestjoni sostanzjali.

Għalfejn il-Pjan Nazzjonali jidentifika dan l-oġġettiv speċifiku? Dan qed isir biex ma jkun hemm l-ebda ambigwità. Il-Pjan Nazzjonali innifsu jispjega dan kollu b’mod mill-iktar ċar, iswed fuq l-abjad. “Dan l-oġġettiv ġie żviluppat minħabba li l-informazzjoni miġbura turi li madwar ħamsin fil-mija tal-vjaġġi jdumu inqas minn kwarta, li jindika li l-mobilità hi waħda lokali u fuq distanzi qosra. Dan joħloq il-possibilità li tiġi inkoraġġuta żieda fil-mixi u l-użu tar-rota.”

L-affarijiet ma jistgħux ikunu ċari iktar minn hekk. Id-distanzi qosra biex naslu pratikkament kullimkien hi element bażiku li fuqha u madwarha għandha tinbena l-politika tat-trasport f’Malta. Jekk dan ninjorawh nibqgħu nagħmlu l-ħsara lilna infusna.

Jekk verament irridu innaqqsu l-konġestjoni tat-traffiku fit-toroq tagħna, is-soluzzjoni hi waħda ċara: għandna nindirizzaw il-kawża ta’ dan kollu u nnaqqsu l-użu tal-karozzi privati għax għad-distanzi zgħar li għandna f’pajjiżna, fir-realtà, ftit li xejn għandna bżonnhom.

Imma flok ma jaħdem biex inaqqas il-karozzi mit-toroq, il-Gvern għaddej bi programm biex jinkoraġixxi l-oppost: twessiegħ ta’ toroq, flyovers u eżerċizzju sfrenat biex it-toroq tiżdiedilhom il-kapaċità li jifilħu iktar u iktar karozzi.

Għalfejn? X’inhi l-aġenda moħbija?

Ippubblikat fuq Illum : Il-Ħadd 31 ta’ Marzu 2019

Transport policy: a hidden agenda?

Mishandling all matters relating to transport policy, the government is continuously sending conflicting signals, depending on who is listening at a particular moment. Way back in September 2017, Joseph Muscat made a policy declaration that his government would soon be taking steps to stop cars with internal combustion engines from entering the Maltese market. Price Waterhouse Cooper have apparently been commissioned to draw up a detailed study on the matter.

Given this clear signal, one would expect the logical conclusion: if we are to start the road map to eliminate cars with internal combustion engines from our roads, what need is there for additional fuel service stations? Logically, one would at the very least expect an immediate moratorium on the construction of new fuel stations.

Instead, we have the exact opposite. All of a sudden, we have unprecedented activity and development applications for more fuel stations then ever before. The applicants are undoubtedly aware of government’s objectives. So why would they risk a substantial capital outlay to develop a fuel station for which there would be little use if government’s declared objectives come to fruition?

The National Transport Master Plan 2025, drawn up for the present administration by the Italo-Hispanic consortium Ineco-Systematica and funded by the European Regional Development Fund, points out that transport planning and policy in Malta has been generally more short-term in nature. To be as clear as possible, the Master Plan continues by stating 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.”

To ensure that the message gets through, the Master Plan emphasises that “There is a strong reluctance for Maltese society to change but this is in contrast with the need for communal action 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.”

The Master Plan then details its road transport operational objectives, the first one of which is to provide alternatives to private vehicles in order to “encourage sustainable travel patterns and reduce private vehicular demand in the congested harbour area”.

Why has the Master Plan identified this specific objective? There is no room for ambiguity, as the answer is provided in the Master Plan itself – in black on white: “This objective has been developed since the data shows that about 50% of trips are under 15 minutes illustrating that mobility is produced at a local level on very short paths. This therefore creates the opportunity to increase the modal share for walking and cycling.” It could not be more clear than this. Short distances to practically anywhere is the basic building block of our transport policy, which we ignore at our peril.

Do we want to reduce congestion on our roads? The solution we have been advised to opt for is to reduce vehicular traffic, as most of it is not really needed due to the short distances actually travelled.

Instead of reducing the number of cars on our roads, our government opts for the exact opposite: the widening of roads and the development of flyovers and underpasses to increase the capacity of our roads and, as a result, make way for more and more cars.

What is the hidden agenda?

published in The Malta Independent on Sunday : 31st March 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

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

Id-dipendenza tagħna fuq il-karozzi

Il-qoxra tal-pjan nazzjonali għat-trasport intitolat National Transport Master Plan 2025 fuq nett juri l-emblema tal-Fond Ewropew għall-Iżvilupp Reġjonali biex jurina li kien iffinanzjat minn fondi tal-Unjoni Ewropea. Dan il-pjan li hu ppubblikat minn Transport Malta kien iffinalizzat f’Ottubru 2016.

Iċ-Chairman (u CEO) ta’ Transport Malta, jgħidilna f’dikjarazzjoni stampata qabel il-pjan, li l-iskop tal-pjan hu biex itejjeb il-kwalitá tak-ħajja tagħna.

Wieħed mill-oġġettivi ta’ dan il-pjan li ftit nisimgħu dwaru huwa dak li jfittex li jipprovdi alternattivi għall-użu ta’ karozzi privati biex tkun inkoraġġita mobilitá sostenibbli u bħala riżultat tonqos id-domanda għall-karozzi fit-toroq tagħna.

Billi, kif anke jgħidilna l-pjan innifsu, madwar nofs il-vjaġġi bil-karozzi privati idumu inqas minn kwarta, nistgħu nikkonkludu li l-mobilitá meħtieġa hi waħda ta’ natura lokali u dan għal distanzi ferm qosra. Xi bżonn għandna ta’ karozzi privati għal dan? Il-mezzi ta’ transport alternattiv mhumiex biżżejjed għal dawn il-ħtiġijiet f’pajjiż fejn prattikament kullimkien hu tefa’ ta’ ġebla ‘l-bogħod?

Sirna dipendenti wisq fuq il-karozzi privati. Il-Malti, jgħidilna l-pjan nazzjonali għat-trasport fil-paġna 88, jippretendi li kulħadd jibdel id-drawwiet tiegħu biex hu jkun jista’ jibqa’ jsuq il-karozza!

Din hi l-problema rejali tat-toroq Maltin: l-imġieba u l-aspettattivi tagħna. Il-konġestjoni tat-traffiku hi fil-fatt il-konsegwenza ta’ din id-dipendenza tagħna fuq il-karozzi privati.

Sfortunatament il-proġetti massiċċi li jindirizzaw l-infrastruttura tat-toroq, kemm dawk li bdew kif ukoll dawk ippjanati, jinjoraw kompletament din id-dipendenza u minflok jiffukaw fuq il-ħtieġa immaġinarja ta’ żieda fil-kapaċitá tat-toroq. Mela l-politika dwar it-trasport tagħna, flok ma tindirizza dak li qed joħloq il-problemi tal-mobilitá, qed tiffoka fuq l-effetti bit-tama li tnaqqashom. Dan sakemm l-effetti jerġgħu jakkumlaw u mbagħad ikun ovvjament wasal iż-żmien għal iktar toroq u flyovers! Viżjoni mċajpra iktar minn din għad irrid nara!

L-istat Malti ftit qed jinvesti bejn jgħinna nikkuraw ruħna minn din id-dipendenza.

Dan l-investiment massiv fl-iżvilupp ta’ iktar toroq qiegħed jibgħat messaġġ wieħed, li jkolli ngħid qiegħed jinftiehem b’mod ċar ħafna: il-karozza privata hi l-mezz preferut tal-Gvern Malti għat-trasport. Dan hu l-iktar mod faċli kif tindirizza l-problema: għax bil-flus it-toroq mhux fil-baħar biss tbniehom. B’hekk ikun evitati d-diffikultaiet kbar biex ikunu indirizzati l-attitudnijiet u l-imġiba tagħna lkoll. Attitudnijiet u mġiba li huma r-reazzjoni tagħna, bħala komunitá, għan-nuqqas tal-istat Malti (fuq perjodu twil ta’ żmien) li jindirizza l-ħtiġijiet tagħna għal mobilitá sostenibbli.

Meta l-istat jibgħat messaġġ daqshekk ċar jkun qiegħed jinnewtralizza l-impatti posittivi kollha tal-ftit inizjattivi (b’finanzjament relattivament limitat) favur il-mobilitá sostenibbli. Dawn jinkludu, fost oħrajn, sussidji għat-trasport pubbliku, inċentivi biex jinxtraw ir-roti u sussidji biex jinħolqu l-faċilitajiet neċessarji għal xowers fuq il-post tax-xogħol bħala inkoraġġiment għal min irid imur ix-xogħol bir-rota.
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Madwar erba’ snin ilu, l-Istitut għall-Iżvilupp Sostenibbli u t-Tibdil fil-Klima tal-Universitá ta’ Malta kien ippubblika studju li kien ġie ffinanzjat mill-Unjoni Ewropea li kien intitolat The External Costs of Passenger and Commercial Vehicles Use in Malta. Dak l-istudju kien ikkonkluda li l-konġestjoni tat-traffiku kien qed jiekol 1.7% minn dak kollu li jipproduċi l-pajjiż fis-sena.

Ma jkunx forsi aħjar kieku flok ma nibqgħu iffissati fuq in-numru u l-qisien tat-toroq inħarsu ftit fil-mera u nirrealizzaw li l-problema mhux it-toroq imma aħna u l-imġiba tagħna? Id-dipendenza tagħna fuq il-karozzi teħtieġ kura mingħajr iktar dewmien.

 

 

ippubblikat fuq Illum il-Ħadd – 3 ta’ Ġunju 2018