Precarious working conditions and digital platform work

It’s been more than two years since the death of Ajay Shrestha, Nepalese digital platform food courier, at Marsa in a traffic accident. After his death, writing in these columns about digital platform food couriers I have discussed whether their work conditions could be more described as digital slave labour (TMIS: Platform work: digital slave labour? 7 August 2022).

They have now been joined by digital platform cab-drivers.

Towards the end of February, Y-plate drivers took part in a public demonstration to effectively emphasise that digital platform work does not pay adequately. Their clear message was that the income that they have left after taking into consideration expenses and commissions retained by the digital platform management is peanuts, not sufficient for living.

The problem of precarious working conditions of digital platform workers is not limited to Malta. In fact, the European Union is currently debating a directive on the working conditions of digital platform workers. The impact assessment on the proposed EU Directive published by the EU Commission three years ago had identified that a number of those working through digital platforms faced poor working conditions and in particular inadequate access to social protection.

From what has been publicly stated by local digital platform workers it is clear that they are continuously facing precarious working conditions. Precarious meaning uncertainty and consequently socially unsafe.

In the past months it was the turn of the food couriers. It is now the turn of the cab drivers to publicly explain their plight.

On food couriers we had learnt that the food courier platform operators, in addition to the delivery charges, they are also paid substantial commissions from the food outlets which they serve. Commissions which do not end up in the pockets of the food couriers but in the bank accounts of the digital platform operators!

Digital platform cab drivers have informed us that the rate charged to consumers does not reflect their substantial expenses, ranging from car insurance to social insurance. To which one must add the recent introduction of various Transport Malta conditions in order to renew their Y-plate licences.

Why should we keep tolerating this modern digital slave labour? Some form of basic social regulation of the sector is long overdue. These working men and women are providing us with a service through which we should ensure they should be earning a decent living.

Digital platform workers are falsely classified as self-employed persons. As a result of this misclassification of their employment status they tend to lose various social rights and protections. These include rights relative to working time, minimum wage (including the statutory bonus payable in June and December), paid annual leave, paid sick leave, parental leave and occupational health and safety protection.

The “attractive” low rates which digital platforms charge for their services are generally reflective of all this. In the 21^st century this is not acceptable. The way forward requires a regulatory intervention of the state to ensure that digital platform operators act decently and move away from precarious working conditions.

We owe it to the digital platform workers providing us with a service.

published in The Malta Independent on Sunday: 10 March 2024

The normalisation of clientelism

In the past few days, government has, once more, through various Ministers, sought to normalise clientelism. Each Ministry, nowadays, has a fully staffed office that is described as a “customer care” unit.

“Customer care” in the government Ministries is many a time, sugar-coated clientelism. Calling it “customer care” makes it more palatable in this day and age, maybe. This is the way the political system works, Robert Abela stated.

When the “customer care” unit helps citizens in negotiating the bureaucratic labyrinth, it may serve a useful purpose. The stories making the headlines are however of quite a different nature. They are the result of the utilisation of so-called “customer care” unit to short-circuit the rules which are applicable to all of us. Consequently, it is a “customer care” which screws the system applicable to lesser mortals.

At least two completely different services offered by the state are being sabotaged: severe disability pensions on the one hand and the issuing of licences to drive vehicles. To this one can also add Air Malta, which is clearly a victim of blatant clientelism practiced over the years by the PLPN.

Just four weeks ago Newsbook carried an interview with a person who was sought out by an identified official of the “customer care” desk at the office of the prime minister. She was advised to apply for a severe disability pension when she was aware that she was not entitled to it.

The details of the driving tests scandal, on the other hand, clearly show the link with the entourage of various holders of political office.

The electronic messaging made public clearly shows the manner in which the political system has worked. Referring the name of driving test candidates to the Transport Malta official responsible for the driving test is way beyond what is considered legitimate assistance from customer care officers. It is pretty obvious to one and all that it was a push to assist persons to pass the driving test in a deceitful manner.

Warning the examiner that if a particular candidate failed the driving test the examiner would have to answer to the Minister for his action is serious enough. It is anything but normal. A political system which considers that this is permissible, as the Prime Minister is suggesting, is unacceptable if the rule of law is to prevail.

In other jurisdictions political responsibility was shouldered for much less than this.

Consider for example the resignation of David Blunkett as Home Secretary from Tony Blair’s Cabinet in 2005 in the United Kingdom. The case involved a visa application for his ex-lover’s nanny which had been fast-tracked. Even David Blunkett had insisted that “he had done nothing wrong”. However, he resigned from his political office, as, he emphasised, that questions about his honesty “had damaged his government”. The BBC had then quoted David Blunkett as having stated that “any perception of this application being speeded up requires me to take responsibility.”

Political responsibility is all about accountability. Holders of political office, including the Prime Minister are accountable for the manner in which they and their staff act and interact with the public. Brushing such matters aside and labelling them as “normal” adds to the toxicity of the political system.

The resignation of Silvio Grixti from his parliamentary seat almost two years ago is not enough. Grixti resigned as he was being investigated for his alleged criminal activity. We are here dealing with those who have political responsibility for the ongoing normalisation of clientelism, which matter, unfortunately, is being completely ignored.

The continuous repetition of the phrase “he did nothing wrong” betrays what is wrong with the whole system. Depicting it as “normal” is even worse.

Much is wrong with the political system in place. We need a political system founded on what is right: one based on rights and not one based on favours.

published on The Malta Independent on Sunday: 8 October 2023

Telefonata mill-Ministeru

Il-biċċa qerq dwar il-liċenzji tas-sewqan li nkixfet fil-Qorti iktar kmieni din il-ġimgħa hi inkwetanti ħafna. Dan qed ngħidu in vista tal-informazzjoni sensittiva li dwarha ingħatat biss indikazzjoni żgħira fix-xhieda li instemgħet s’issa fil-Qorti. Id-dettalji dwar dan kollu li jikkonċerna korruzzjoni fl-eżamijiet tejoretiċi dwar is-sewqan, għadhom mhux magħrufa.

S’issa ġew imħarrka tlett irġiel:  wieħed mid-Diretturi u żewġ uffiċjali ta’ Trasport Malta, li wieħed minnhom kien elett bħala kunsillier fil-Kunsill Lokali ta’ Ħaż- Żebbuġ f’isem il-Partit Laburista.  

Kien żvelat fil-Qorti li l-akkużati, waqt li kienu interrogati, iġġustifikaw l-azzjonijiet tagħhom billi emfasizzaw li kienu soġġetti għal pressjoni politika kontinwa.  L-uffiċjal anżjan fost dawk akkużati ilmenta li ħassu taħt pressjoni kbira minħabba t-telefonati kontinwi minn diversi Ministeri.

Fix-xhieda mogħtija s’issa l-pulizija żvelat li f’mobile li ġabru sabu “chats diversi ma’ persuni b’rabta ma’ partit politiku”. Ma hemm l-ebda informazzjoni uffiċjali dwar l-identità ta’ dan il-partit politiku. L-unika ħaġa li nista’ ngħid hi li dan il-partit definittivament mhux l- ADPD!

Xi ħadd li kellu aċċess għall-informazzjoni fuq il-mobile maqbud imma, fuq il-media soċjali, indirettament żvela l-għala l-pulizija hi kawta u mhux tiżvela ismijiet ta’ dawk involuti. Jidher li rrealizzaw li l-ismijiet, hekk kif ikunu żvelati jistgħu joħolqu terrimot politiku li bħalu qatt ma rajna.  Skont l-informazzjoni mhux uffiċjali li qed tiċċirkola b’mod elettroniku jidher li ġew identifikati bħala li ħadu sehem f’din il-biċċa qerq taħt investigazzjoni 4 membri attwali tal-Kabinett flimkien ma tnejn oħra li m’għadhomx fil-Kabinett.  Mid-dehra l-parti l-kbira ta’ dawk inkarigati mis-Segretarjat tal-Ministri kif ukoll numru ta’  Membri Parlamentari huma mdeffsa ukoll.

Fl-investigazzjonijiet tagħhom il-Pulizija jidher li f’uffiċċju ta’wieħed mill-akkużati sabu żewġ djarji b’informazzjoni sostanzjali li kienet tikkonsisti f’ismijiet, numri tal-karta tal-identità kif ukoll id-dati ta’ meta dawk li gawdew mill-irregolaritajiet investigati qagħdu għall-eżami tejoretiku għall-liċenzja tas-sewqan.

Wieħed mill-akkużati qed jiddefendieħ il-kelliemi tal-Opposizzjoni dwar l-Intern, l-Avukat  Dr Joe Giglio, avukat bi prattika estensiva fil-qasam tal-liġi kriminali.  Mhux etika li membri parlamentari jinvolvu ruħhom f’dawn il-każijiet. Id-difiża ta’ persuni akkużati bl-involviment fil-korruzzjoni mhiex kompatibbli mal-ħidma politika kontra l-istess korruzzjoni. Ma jistax ikun kredibbli jekk jipprova jkollu saqajh fuq iż-żewġ naħat.  Dan qed ixellef sewwa l-kredibilità politika tiegħu. Jidher li mill-kaz tal-Bank Pilatus ma’ tgħallem xejn!

Minn din l-istorja kollha  hemm żewġ punti ta’ importanza.

Għalfejn il-Pulizija joqgħodu lura milli jagħtu informazzjoni fejn ikun hemm il-politiċi involuti? Il-kliem nieqes miċ-ċarezza li intuża mill-Ispettur tal-Pulizija fil-Qorti din il-ġimgħa jwassal dan il-messaġġ. Ma jkunx ferm iktar għaqli li min qiegħed hemm biex iħares il-liġi ma jibqgħax jimxi bl-ingwanti tal-ħarir mal-membri tal-Kabinett?

Imbagħad xi ngħidu għall-irbit li għandhom il-membri parlamentari mal-professjoni jew xogħol tagħhom? Meta ser jinħallu minn dan l-irbit li jxekkilhom fil-qadi ta’ dmirijiethom? Kif propost repetutament minn ADPD fid-diversi manifesti elettorali, għandna bżonn  Parlament li mill-iktar fis ikun magħmul minn membri li jiddedikaw ħinhom kollu għall-ħidma Parlamentari. Huwa b’dan il-mod biss li l-Parlament jista’ jkun kredibbli u possibilment effettiv.

ippubblikat fuq Illum: 4 ta’ Settembru 2022

Phone call from the Ministry

The driving licence racket unveiled in Court earlier this week is extremely disturbing. This is being stated in view of the sensitive information indicated in the testimony heard so far in Court but the details of which are still under wraps. The case involves corruption in driving theory tests.

Three men have so far been arraigned: the Director for Land Transport at Transport Malta and two other Transport Malta officers one of whom is a Żebbuġ Local Councillor elected on behalf of the Labour Party.

It was revealed in Court that the accused, when interrogated, had justified their actions by emphasising that they were under constant “political” pressure. The senior among the accused complained that he felt pressured as he was getting continuous calls from various Ministries.

The police have revealed, in the testimony so far, that a mobile phone in their possession has “revealed chats with people linked to a political party”. No further official information is available as to the identity of this political party.  It is definitely not ADPD!

Someone having access to the mobile phone data has however indirectly revealed on social media the reason why the police have been cautious in revealing the names of those involved in this racket. It seems that the Police have realised that these names, once revealed, could cause a political earthquake the likes of which we have never seen. According to the unofficial information circulating online, the names of at least four current members of the Cabinet as well as two former ones have been so far identified as being possibly involved in the racket being investigated. Apparently, most of the Ministries’ Chief of Staff as well as a number of Members of Parliament may also have a finger in the pie.

Apparently in a Transport Malta office used by one of the accused, the police, during their investigations came across two diaries containing substantial information consisting of names, ID card numbers and dates when the persons benefitting from the irregularities under investigation were due to sit for their theoretical driving exams. The persons indicated were apparently “helped” in order to ensure that they were successful.

One of the accused is being defended by the shadow minister for Home Affairs, Dr Joe Giglio, a lawyer with an extensive criminal law practice. It is extremely unethical for members of parliament to involve themselves in such cases. His defence of clients accused with involvement in corruption is incompatible with his political actions against corruption in the political arena. He cannot be credible if he runs with the hares and then tries hunting with the hounds. He is severely denting his own credibility. Apparently, he has not learnt anything from his experiences as the legal advisor of Pilatus Bank.

This racket brings two basic issues to the fore.

Why are the Police (so far) withholding information on the holders of political office involved? The cryptic language used by the Police Inspector in Court this week transmits this basic message. Isn’t it about time that law enforcement does not treat the members of the Cabinet and their hangers-on with kids’ gloves?

When will all members of Parliament cut themselves free from the restraints of their professional practices or their previous employment? As ADPD has repeatedly proposed over the years, we need a full time Parliament as soon as possible.  It is only in this way that parliament can be credible and possibly effective.

published in The Malta Independent on Sunday: 4 September 2022

Transport Malta: incompetence or collusion?

Throughout the past days the media has revealed a second-hand car racket as a result of which some of the used cars imported from Japan had their mileage meters tampered with. This in order to indicate that the cars were used much less than they actually were.

A considerable number of consumers have been duped into believing that they were making a deal when in reality they were victims of a fraud in which, inevitably, a number of persons were involved. Reports in the press have detailed the possible way in which the fraud was carried out. A specific garage and a printing press have been mentioned as possible accomplices in carrying out the resulting fraud.

At the time of writing two second-hand car dealers have been identified as being involved in this racket.

Second-hand cars exported from Japan are issued certification by the Japan Export Vehicle Inspection Centre (JEVIC). Such certification details information relative to the second-hand cars exported, which information includes the milage covered by the cars exported. The fraud involved both the physical tampering of the individual car dashboard meter as well as alterations to the accompanying documentation issued by JEVIC, if there is no foul play.

It is pertinent to enquire as to what checks were carried out by the regulator, Transport Malta, before carrying out the registration process of these imported second-hand cars. Apparently, no basic checking of the (falsified) documentation was carried out.

Accessing the JEVIC website reveals that Transport Malta requires odometer certification of passenger and goods vehicles by JEVIC prior to export. This information is also available online. Inputting the car chassis number and other relevant information about a second-hand car imported from Japan reveals electronically the certification details of the said second-hand car which details should correspond to the paper documentation issued by JEVIC.

A press release issue by Transport Malta on the 8 June, three days after the fraud was revealed by the media, advises consumers as to how to check if their second-hand car imported from Japan was tampered with. A seven-step instruction is available, ending with the following: if you have less mileage on your instrument cluster than on your JEVIC certificate, contact your car dealer for an explanation.

At this point in time, after the fraud has been revealed, there are many questions which require a clear answer. Topping the list of such questions is the manner in which Transport Malta carried out its regulatory duties when processing applications for the registering of second-hand cars imported from Japan. Apparently, no checks were carried out to verify the validity of the documentation submitted. If such a check was carried out it would have revealed the discrepancies which have now come to light and maybe some action would have been taken to protect consumers from this fraud.

Who was Transport Malta protecting with its silence?

Logical conclusions can be arrived at. One either concludes that the administrative setup at Transport Malta is incompetent or else that it is in collusion with the odometer tampering process. How is it possible to otherwise overlook such a basic check before proceeding to register imported second-hand cars? It is only now that, caught with its pants down, Transport Malta has published a seven-step instruction on how to check as to whether your imported car has been tampered with!

The Minister for Consumer Protection has exclaimed that these allegations shock “the system”. She even emphasised that there is zero tolerance for such fraudulent behaviour.

It would be much better if the Hon Minister ensures that authorities such as Transport Malta are run properly. At best, to date, those running the authority are downright incompetent, at worst in collusion. “The system” certainly needs to be shocked back on track, behaving normally against fraud and not facilitating it.

published in The Malta Independent on Sunday :12 June 2022

Marsaskala: the yacht marina strings

The publication by Transport Malta, last week, of a pre-qualification questionnaire relative to the “award of a concession contract for the design, build, finance, operate, maintain and transfer of a marina” at Marsaskala requires further explanation. What has been going on behind the scenes? Specifically, on whose initiative has the ball been set rolling? Is this part of the ongoing development spree, intended to bolster existing or planned development elsewhere in Marsaskala?

At some point the truth will come out. It would be hence much better if Transport Malta, and whosoever may be pulling the strings, to put all the cards on the table now.

The proposed Marsaskala yacht marina is tainted, even at this stage, with the general local plan defects: a lack of adequate environmental assessment. The assessment of the cumulative impacts of the various local plan proposals has never been carried out. These impacts add up and seen together they should have been cause for concern, even at the drawing board stage. Unfortunately, nothing was done at that stage to mitigate the anticipated cumulative impacts of the local plan proposals.

Those of us who have been subjecting land use planning to a continuous scrutiny, have, since way back in 2006, emphasised that the local plans were then not subjected to the emerging Strategic Environment Assessment procedures. In fact, the local plans, those still pending approval, after having been retained in draft form for some time, were rushed through all the approval stages during the summer months of 2006 specifically to avoid being subjected to the provisions of the Strategic Environment Assessment Directive of the EU which entered into force during August of 2006 or thereabouts!

The specific impacts of the proposed yacht marina will undoubtedly be eventually analysed by an Environmental Impact Assessment (EIA) which will be triggered if a planning application for the yacht marina is eventually submitted.  Legislation in force provides ample room for involvement of all, when this commences, starting off from the basic EIA terms of reference right up to the consideration of the detailed studies, and more. We have been through that many times in respect of various development proposals.

However, the cumulative impacts on the Marsaskala community, both residential and commercial, will not be carried out as that was avoided at the outset when the local plan for Marsaskala (part of the Local Plan for the South) was approved. This is the basic underlying worry expressed in not so many words by all those who have stood up to object to the sudden unexplained intrusion of Transport Malta into Marsaskala affairs. Kudos to John Baptist Camilleri, Marsaskala local councillor, for prodding the Marsaskala Local Council to stand up and be counted. The Marsaskala local council ought to have been consulted even in terms of the Local Council Act which makes it incumbent on central government and its agencies to consult with local councils whenever any initiative having local impacts is being considered.

Transport Malta is acting as an agent of central government. Government, led by the Labour Party, has conveniently distanced itself from the political responsibilities which result from the local plans , coupled with the rationalisation exercise, which have been shouldered by its predecessor in government, the Nationalist Party.  It has been very convenient for Labour to politically lump all the local plan fallout on the PN. However, sixteen years down the line, it is pretty evident that the Labour Party, in government for over eight years, has been very reluctant to handle the long overdue revision of the local plans and factoring in considerations resulting from a study of the cumulative impacts abovementioned. This is not only applicable to the local plan relative to Marsaskala, but to all local plans! It has obviously been too hot to handle.

Minister Aaron Farrugia, politically responsible for both land use planning and the environment, has been reported in the media, in the past few days, as stating that the local plan revision will start immediately after the general election, expected shortly. He has stated that the process will take around three years.  His predecessor as Minister responsible for land use planning, Ian Borg, had made some statements in the distant past about this, indicating the then parameters for a revision of the local plans. But nothing has materialised yet except his extreme reluctance to act!

I would, at this stage, remind the Hon Minister of the proposals from the Maltese Greens on the need to reverse the rationalisation exercise as well as on the urgent need to implement a moratorium on large scale development throughout the islands. These proposals have been part of our electoral manifesto repeatedly since 2006. Over-development and the building industry have to be brought under control the soonest.

It is not just about Marsaskala and its proposed yacht marina.  It is time to take stock of the ruin inflicted on these islands by a mismanaged land use planning process, by an irresponsible rationalisation exercise and by local plans which do not consider cumulative environmental impacts.

The proposed yacht marina at Marsaskala is just the latest example of this mismanagement.

published on The Malta Independent on Sunday: 22 August 2021

Mina : rovina

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

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

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

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

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

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

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

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

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

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

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

ippubblikata fuq Illum : 8 t’Awwissu 2021

The Gozo tunnel white elephant

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

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

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

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

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

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

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

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

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

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

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

published in The Malta Independent on Sunday : 8 August 2021

When caves collapse: people may be killed

On the 14 September the Planning Authority approved application PA3487/19 which proposed the   “stabilization of dangerous rock slope; repair to deteriorated concrete wall and construction of wave dissipation slope along the Qui Si Sana coastline”.

In simple language this involves a permit for remedial works after a cave along the Sliema Qui Si Sana coastline collapsed, thereby exposing the MIDI development works immediately behind the cave: the basement level of residential blocks T14 and T17.

We have been told that the cave collapsed as a result of erosion along the coastline. Some readers may tend to forget that way back in 2016, a Maltese geologist had sounded the alarm that a “high-rise had been constructed over a fractured and eroded sea cliff, which could collapse any time soon.” The collapse in fact occurred relatively quite soon, signifying that the geologist was pointing out the obvious which was being ignored or not given due consideration by the developer and his advisors.

The point to be made is why the Planning Authority permitted the development to take place so close to the coastline. As far as I am aware, the EIA relative to the Tigne Development by MIDI does not reveal any detailed studies on the condition of the coast as well as on the impacts of erosion on the Qui Si Sana coastline and its relevance to the development of the MIDI project. The issue is not just one of remedial works but on why the Planning Authority  ignored the state of the coast, as a result permitting development too close to the coastline for comfort. The collapse is adequate proof of all this. The Planning Authority has much to explain in this specific case. Its actions, or lack of them, should be investigated.

The issue is not one relative to the structural stability of the development but of the protection of the coastline.

Erosion as a result of natural elements occurs continuously. It is a natural ongoing phenomenon.

In this respect it may be pertinent to draw attention to a report, authored by a team of geologists, dated October 2007 and entitled : “Report on Coastal Sliema. Geology, geomorphology, sites of scientific interest and coastal protection considerations.” This report was commissioned by the Sliema Local Council.

The 50-page report, which makes interesting reading, emphasises that a number of sites along the Sliema coast “are undergoing rapid coastal erosion that will increase with climate change, resulting in instability or failure in coastal infrastructure.”

Of particular interest is that the report, authored in 2007, goes on to state that “The faulted coast along Għar id-Dud is retreating rapidly by dislodgement of boulders along joints and faults. Public structures that may be affected include Tower Road promenade. The Għar id-Dud cave may also partially or totally collapse, leading to the caving-in of the overlying pedestrian promenade. If collapse is sudden and during daytime/early night time, injury and loss of lives may result.”

I have personally drawn attention of the Transport Minister to the above some time ago, however to date I am not aware that any action has been taken.

The matter was already very worrying way back in 2007 and most probably it is even worse now, after thirteen years, given that no coastal protection works have been taken in hand in the area in the intervening period.

The Għar id-Dud cave is the result of natural erosion and collapse accelerated by wave action. This is a natural process that cannot be halted unless adequate coastal protection works are initiated. If nature is left on its own, the end result is quite predictable: a complete collapse of Għar id-Dud, a caving in of the overlying pedestrian promenade and a number of dead or injured pedestrians, depending on the time of day when a collapse possibly occurs.

Will Transport Malta and the other authorities wake up from their slumber and act immediately please?

published in The Malta Independent on Sunday: 27 September 2020

Tniġġiż tal-arja fil-portijiet

Il-kwalità tal-arja fil-portijiet tagħna hi ta’ tħassib kbir. Niddependu minnha biex nieħdu n-nifs. Ir-residenti fil-lokalitajiet madwar il-portijiet qed isiru iktar konxji ta’ dan u jinsistu b’qawwa li tittieħed azzjoni. Ilkoll huma mħassbin miż-żieda astronomika fil-mard respiratorju madwarhom u fil-pajjiż kollu.

Madwar sena ilu l-għaqda ambjentali Maltija Birdlife flimkien ma’ esperti minn għaqda ambjentali Ġermaniża ħadet sehem f’eserċizzju li fih tkejlet il-kwalità tal-arja. Il-kampjuni tal-arja li nġabru minn madwar il-Port il-Kbir kienu jindikaw presenza għolja ta’ trab fin, li ħafna drabi jispiċċa fil-pulmun tagħna.

Il-Port il-Kbir hu ċentru ta’ attività marittima. Jinkludi terminal tal-cruise liners li tul dawn l-aħħar ħames snin kellu medja ta’ 300 cruise liner fis-sena li ġie Malta.

Il-Cruise liners jużaw ħafna elettriku.

Il-grupp ambjentali T & E (Transport and Environment) f’ rapport li kien ħareġ u li kien hemm referenza għalih fil-media lokali, kien qal li l-emmissjonijiet tal-kubrit mill-cruise liners li żaru Malta żdiedu biex fl-2017 kienu madwar 148 darba tal-emissjonijiet tal-kubrit mill-karozzi karozzi kollha fil-gżejjer Maltin dakinnhar. Din il-konklużjoni kienu waslu għaliha meta studjaw informazzjoni li kisbu mis-satelliti.

L-istazzjon televiżiv Ingliż Channel 4, f’rapport investigattiv li xandar madwar sentejn ilu li kien jiffoka fuq il-linja tal-cruise liners P & O kien ikkonkluda li t-tniġġiż li joħloq cruise liner li jġorr madwar 2,000 passiġġier matul kull ġurnata li jopera kien ekwivalenti għat-tniġġiż ta’ miljun karozza kuljum. Dawn il-vapuri l-kbar jagħmlu użu mill-heavy fuel oil, żejt li kif smajna ħafna drabi tul is-snin iħammeġ ħafna. Fost oħajn fih ammont għoli ta’ kubrit – madwar 3,500 darba daqs kemm hemm fil-fuel li jintuża għall-karozzi.

Jista’ jkun hemm nuqqas ta’ qbil fuq iċ-ċifri eżatti tal-emissjonijiet minn dawn il-vapuri. Ħadd iżda ma jkkontesta li dawn huma sostanzjali.

Il-komunità internazzjonali tfittex kontinwament li tirregola dak li jseħħ fl-ibħra internazzjonali. Aħna, iżda, bħala pajjiż għandna noqgħodu ferm iktar attenti għal dak li qed jiġri fil-portijiet u l-ibħra tagħna. L-emissjonijiet, b’mod partikolari dawk ta’ trab fin minn vapuri fil-portijiet u l-ibħra Maltin għandhom impatt dirett fuq il-komunitajiet residenzjali li jgħixu fil-madwar. Dan jgħodd b’mod partikolari għall-lokalitajiet fil-Port il-Kbir kif ukoll għal dawk fill-Bajja ta’ Marsaxlokk.

Hemm żewġ materji partikolari li għandhom jingħataw prijorità. L-ewwel nett hemm ħtieġa li l-awtoritajiet regolatorji Maltin jinfurzaw b’mod strett ir-regoli ta’ l-Unjoni Ewropea li jobbligaw lill-operaturi tal-vapuri li fil-portijiet juzaw zjut li jniġġsu inqas u b’mod partikolari li dawn ikollhom kontenut baxx ta’ kubrit. It-tieni miżura meħtieġa hi dwar it-titjib fl-infrastruttura tal-portijiet tagħna biex ikun possibli illi l-vapuri li jidħlu fil-portijiet tagħna jagħmlu użu minn elettriku ġġenerat fuq l-art u b’hekk ikun possibli illi jintfew il-ġeneraturi tal-elettriku fuq il-vapuri. Miżura ta’ din ix-xorta telimina t-tniġġiż tal-vapuri fil-portijiet tagħna minn dak il-mument li jitfew il-ġeneraturi.

F’Malta diġa saru tal-inqas żewġ studji dwar l-implikazzjonijiet kemm-il darba l-vapuri li jżuru Malta jkollhom jagħmlu użu minn elettriku ġġenerat fuq l-art. L-ewwel studju kien sar fuq talba ta’ Transport Malta u kien konkluż fl- 2014 filwaqt li t-tieni wieħed, li kienkonkluż fl-2018 kien ġie kkummissjonat mill-management tat-Terminal tal-Port Ħieles. Iż-żewġ studji kkonkludew illi kemm-il darba l-vapuri li jżuru Malta jibdew jagħmlu użu minn elettriku ġġenerat mill-art, meta jkunu fil-portijiet tagħna, ikun hemm titjib sostanzjali fil-kwalità tal-arja fl-istess portijiet u fil-lokalitajiet kollha li jmissu magħhom. Ir-rapporti jikkonkludu ukoll li dwar jekk dan jaqbilx ekonomikament jew le, fl-aħħar jiddependi fuq kif jaġixxu l-kompetituri tagħna!

Irridu nistaqsu mistoqsija waħda ċara: jagħmel sens li ninkoraġixxu u niddependu fuq ħidma ekonomika li tagħmel ħsara lil saħhitna?

It-tweġiba għal din il-mistoqsija hi ovvjament le. Il-portijiet tagħna huma riżors prezzjuz li għandna nużawh biex intejbu l-kwalità tal-ħajja tal-kommunitajiet madwar il-kosta.

ippubblikat fuq Illum : il-Ħadd 18 t’Awwissu 2019