From business-friendly to people-friendly

Public land is being continuously taken over for tables and chairs as an outdoor extension of restaurants and cafeterias. It is a land grab and has been going on for years. This land grab has intensified after the outbreak of COVID-19, primarily in response to the then restrictions on the permissible indoor numbers of customers allowed within catering establishments.

The most obvious examples of this land grab are in places like Sliema, Marsaskala, St Paul’s Bay, and Valletta. This land grab, however, is taking place all over the island, in practically all localities.

There are instances, such as in the case of squares, pedestrianized streets, and other large open spaces, where the placing of chairs and tables does not bother anyone. In these instances, complaints are rare, except when excessive noise is generated, particularly in the silent hours. In these cases, the use of public spaces for the placing of tables and chairs can be justified, provided that the space taken up for such use is reasonable and respects the rights of both the public as well as the residential communities.

The ever-increasing complaints are in respect of those instances where pavements are practically completely taken over by the placing of tables and chairs such that pedestrians, obstructed from using the pavement end up having to share the road with moving traffic, at considerable risk to themselves. It gets worse in the case of wheelchair users and their carers, as well as in the case of parents with children, particularly those still in prams.

In residential areas, that is in those instances where there are a number of residential units above ground-floor commercial establishments, the placing of tables and chairs on the pavement also restricts residents’ access to their homes. There is the added issue, encountered in many cases, of difficulty in accessing residential units when making deliveries of large objects, such as furniture and white goods. The land grab makes access in these instances practically impossible.  Access would be even worse in case of emergencies. I have not heard a whimper from the civil protection authorities on the matter.

As emphasised in the ADPD 2022 Electoral Manifesto, we want our pavements back. The use of pavements should revert to their intended use. Pedestrians should always have priority. It is about time that public authorities shift their emphasis from being business-friendly to people-friendly.  The needs of residents and pedestrians should take precedence over the interests of business! The pavement is, after all, not meant for tables and chairs but to facilitate the mobility of people such that they are safe from traffic.

This would entail that planning applications for placing tables and chairs in open areas are vetted properly, such vetting being based on the real impacts on both the residential community and pedestrians. It would also mean that continuous monitoring is carried out to ensure that the permit limitations are observed.

Just a little bit of effort in enforcement would make quite a significant difference. Unfortunately, enforcement is practically nonexistent. This lack of enforcement is the driving force that motivates those abusing the system to ride roughshod over the rights of residents and pedestrians. They know that most probably their abuse will be ignored as it has been for ages. This has always been interpreted that the state does not care at all.

During the local elections next month, this issue is a matter of considerable importance to residents. It is a campaign issue that is continuously brought up in discussions with voters.

The Marsascala ADPD candidate Brian Decelis has been campaigning on the matter for some time. This week he was confronted by one of the operators who is obstructing pavements at Marsaskala. He was even threatened. A police report has been submitted on the incident and it is hoped that swift action will be taken by the police authorities.

This mess should be addressed, all over the islands, the soonest.

Local Councils should be at the front line in ensuring that the authorities act such that permits issued for the placing of tables and chairs outside commercial establishments are people-friendly and that abusive operators are brought to order the soonest.  Electing local councilors sensitive to the matter would make a substantial difference.

published in The Malta Independent on Sunday: 5 May 2024

Tourism: the industry does not care

Notwithstanding the increasing numbers of incoming tourists, the tourism industry is currently in a self-destructive mode.  After the carrying capacity study published by the Malta Hotels and Restaurants Association (MHRA) in July 2022, one would have expected the Ministry of Tourism or the Malta Tourism Authority (MTA) to take the lead in initiating a public debate on the matter.

The Deloitte report published by the MHRA, in July 2022, entitled Carrying Capacity Study for Tourism in the Maltese Islands has pointed out that the total of existing and planned hotel accommodation would require approximately 5 million tourists per annum to ensure an 80 percent occupancy. This does not take into consideration non-hotel accommodation. If non-hotel accommodation is also taken into account, the problem would be much worse.

This is anything but sustainable. Yet, except for the public discussion on the skills required by foreign workers in the industry, no one is (apparently) bothered by the considerable negative impacts of tourism: impacts on both tourism itself as well as on the residential community. No wonder that studies have identified a developing tourismophobia. Tourismophobia has been described by Catalan anthropologist Manoel Delgado as a mixture of repudiation, mistrust, and contempt for tourists.

The total number of inbound tourists to Malta in 2023 was around 3 million. This accounted for 20.2 million bed nights and an estimated expenditure of €2.7 billion. The employment that this generates is considered by many as a positive contribution to the industry, and sustaining around 50,000 jobs.

The Deloitte report published by MHRA in 2022, however, explains that in 2009, 82 percent of those employed in the tourism sector were Maltese. By 2019 this statistic had decreased to 40.6 percent. The Deloitte report does not explain the reasons behind this trend. It only emphasises that this trend is not unique to the Maltese islands.

However, the Deloitte report goes on to argue that the reliance of the tourism industry on an ever-increasing cosmopolitan labour force is an important contributor to an increasing lack of authenticity of the touristic product.  Who cares?

The ever-increasing volume of incoming tourists has an impact on both the tourist experience as well as on the quality of life of the residential community.

Many years ago a substantial portion of the residential community of Paceville was squeezed out of the locality as a direct result of the impacts of the tourist industry. It seems that no lessons were learned from this experience as various residential communities around the islands are still continuously at the receiving end. No one cares.

Tables and chairs have taken over substantial public areas around our residences, in many instances obstructing access to our homes. Consider, for example, The Strand from Gżira to Sliema: from Manoel Island right to The Ferries, and beyond. Has anyone ever considered the impact of the continuous stretch of chairs and tables on the residential community along the same stretch of road?

This experience is not limited to Sliema but also exists in Marsaskala, St Paul’s Bay, St Julians, and many other areas, including Valletta. Who cares?

The tourism industry is aware of all this. Yet the issues raised are not being addressed. The situation gets worse by the minute.

The residential communities in various localities are voicing their concerns. One of the latest to so do was the Valletta residential community.

The local council elections next June are an opportunity to elect local councilors who are sensitized to the concerns of the residents. We need Local Councils that can take up the fight directly at an institutional level as it is only in this manner that the real issues faced by our communities can be addressed.

We have a tourism industry that only cares about what goes into its bank account: nothing else is of significance. We can compensate for this by having local councils that not only care about our communities but most importantly act swiftly to right the accumulated wrongs.

published in The Malta Independent on Sunday: 21 April 2024

Il-Gvern tal-Labour ABZ mill-ambjent

F’Jum l-Ambjent, il-Gvern ABZ mill-ambjent u mill-impatti ambjentali

Jum l-ambjent, din is- sena, għal darba oħra, ma jfissirx affarijiet sbieħ. Ġimgħa wara l-oħra ħlief aħbarijiet li huma ta’ ħsara ambjentali m’hawnx.

L-istorja tan-Nigret li, suppost tkompli għada, hi waħda minn tal-aħħar.  Art barra miż-żona tal-iżvilupp (ODZ) ingħatat għall-bini mill-Gvern tal-PN. Il-Labour fil-Gvern jista’ jżommha milli tinbena, imma ma għamel xejn u ma hu ser jagħmel xejn.

Il-bieraħ kellna lill-Ministru għall-Finanzi jgħidilna li bil-mudell ekonomiku tiegħu, f’Malta ser ikollna 800,000 ruħ sas-sena 2040. Meta ikkunsidrajt sur Clyde l-impatti ta’ dawn kollha fuq l-ambjent?

Ir-residenti tal-Belt huma irrabjati għax il-Belt Valletta qed tkun ittransformata f’ċentru ta’ divertiment, bi storjbu sotanzjali matul il-lejl.

Il-Gvern ma jimpurtaħx minn dan kollu. Għax filwaqt li għandna ħafna tejatrin għaddej dwar l-ambjent, fir-realtà il-Gvern tal-Labour hu ABZ mill-ambjent u mill-impatti ambjentali.

Il-kosta tagħna lkoll: inħarsuha

Għaddej sforz kontinwu biex il-kosta tkun ikkommerċjalizzata. Sforz li ilu għaddej is-snin.

Il-jott marina proposta f’Marsaskala hi biss eżempju wieħed minn bosta li mhux limitati għan-nofsinnhar politiku, iżda li huma mifruxa mal-pajjiż.  Fost l-eżempji hemm it-Terminal tal-Port Ħieles, Manoel Island, il-Bajja tal-Balluta, ix-Xatt u l-jott marina tal-Birgu, il-jott marina fil-Kalkara u x-Xatt tal-Belt.  

Hemm ukoll għaddej il-kummerċjalizzazzjoni tal-ispazji pubbliċi mal-kosta, bil-bankini b’kollox.

L-art pubblika kontinwament qed tkun trasformata f’minjiera ta’ profitti privati, ħafna drabi għall-magħżulin. Il-kwalità tal-ħajja tar-residenti rari jagħtu każ tagħha, jekk mhux fl-aħħar minuta. Meta possibli jevitawha kompletament ukoll.

Għaddew madwar erba’ snin minn meta l-Parlament approva il-leġislazzjoni biex tissaħħah il-protezzjoni tal-kosta permezz tal-liġi dwar id-dimanju pubbliku. Kellna kemm-il Ministru li tkellem b’mod pompuż dwar dan. L-għaqdiet ambjentali ippreżentaw lista ta’ iktar minn għoxrin sit, mifruxa mal-kost,a li kollha kemm huma jikkwalifikaw għall-protezzjoni. Ninsab infurmat li l-għaqdiet ambjentali għamlu riċerka estensiva dwar min hu sid din l-art. Iżda sfortunatament l-Awtorità tal-Artijiet u l-Awtorità tal-Ippjanar qed iżommu dan il-proċess milli jitwettaq, anke għal dawk il-każijiet fejn l-art hi kollha kemm hi propjetà pubblika.  

Għalfejn jiġu approvati dawn il-liġijiet jekk ma hemm l-ebda intenzjoni li dawn ikunu implimentati?

Nafu li wieħed mill-impatti ewlenin tat-tibdil fil-klima fuq il-gżejjer, inkluż dawk Maltin, hu bit-tibdil fl-livell tal-baħar. Numru ta’ gżejjer fl-Oċejan Paċifiku li mhumiex wisq il-fuq minn livell il-baħar diġa bdew jisparixxu taħt baħar li l-livell tiegħu qed jogħla. Robert Abela, Prim Ministru, huwa u jindirizza l-laqgħa Internazzjonali fi Glasgow dwar it-tibdil fil-klima (COP26), iktar kmieni din il-ġimgħa, emfasizza dan il-punt.

L-għoli fil-livell tal-baħar ikollu impatt sostanzjali fuq il-gżejjer Maltin, skond kemm dan ikun kbir. Jeffettwa l-infrastruttura kostali kollha: l-infrastruttura marittima, dik tat-turiżmu, tal-ilma kif ukoll l-infrastruttura tal-enerġija li huma kollha b’xi mod marbuta mal-kosta. Kemm-il darba jogħla l-livell tal-baħar dawn kollha jitħarbtu.  Anke iż-żoni residenzjali viċin tal-kosta jsofru impatti mhux żgħar.  

Ħadd ma jaf eżatt dwar kemm, kif u meta dan ser iseħħ. L-ewwelnett għax il-proċess li bih dan iseħħ għad mhux mifhum biżżejjed. Imma ukoll għax għalkemm ma nistgħux nevitawh nistgħu nnaqqsu l-impatt tiegħu billi nindirzzaw u nnaqqsu l-emissjonijiet tal-karbonju.

Repetutatament fil-laqgħat tal-UNFCCC (United Nations Framework Convention for Climate Change) li jsiru regolarment tul is-snin, kien hemm emfasi fuq il-ħtieġa li ż-żieda fit-temperatura globali minn kif kienet fl-era pre-industrijali ma tiżdiedx b’iktar minn 1.5 gradi Celsius. Dan sar fuq insistenza tal-istati gżejjer u tal-pajjiżi sottożviluppati, għax għal snin twal il-limitu raġjonevoli kien meqjus li kien ta’ 2 gradi Celsius. Pass ieħor il-quddiem. Imma mhux biżżejjed.

F’Pariġu fl-2015 kien hemm qbil dwar dan kollu. Imma sfortunatament dan ma kienx ikkonvertit f’azzjoni. Huwa dak li issa qed nistennew li jseħħ fi Glasgow.

Huwa essenzjali li nindirizzaw it-tibdil fil-klima bis-serjetà. Anke l-ħarsien tal-kosta jiddependi minn hekk.

ippubblikat fuq Illum :il-Ħadd 7 ta’ Novembru 2021

Claiming back (and protecting) our coast

A continuous effort to commercialise the coast is under way. It has been going on for quite some time.

The proposed Marsaskala yacht marina is just one example. It is possibly the latest of many examples, not just in the political south, but throughout the Maltese islands. The Freeport Terminal, Manoel Island, Balluta Bay, the Birgu Waterfront and yacht marina, the Kalkara yacht marina, Valletta Waterfront are some of the most glaring examples which come to mind.

There is also the ongoing commercialisation of the public spaces adjacent to the coast, including pavements and open spaces.

Public land is continuously being transformed into private profits, many times for the chosen few. In practically all cases,the quality of life of residents is not factored in, until the eleventh hour. Whenever possible, it is avoided completely.

It has been around four years since parliament approved legislation in order to reinforce the protection of the coastline through the public domain legislation. Much was said pompously by many a Minister. Environmental NGOs have submitted a list of over twenty sites along the coast which qualify for protection. I am informed that eNGOs have even carried out extensive research on ownership issues related to these sites. It is indeed unfortunate that the Lands Authority and the Planning Authority have ground the whole process to an unacceptable halt. This applies even in those instances where it is proven beyond any doubt whatsoever that the land in question is public property.

Why approve such laws when there is no intention to implement them?

We are aware that one of the main areas through which climate change will impact islands, including the Maltese islands, is through sea level rise.  A number of low-lying islands in the Pacific Ocean are already in the process of disappearing below a rising sea level.  Robert Abela, Prime Minister, addressing the Glasgow Climate Change COP26 earlier this week emphasised this point.

A rise in sea level will have a substantial impact on the Maltese islands, depending on its extent. It will impact the coastal infrastructure: the maritime, tourism, as well as the water and electricity infrastructure are all linked to our coast. A sea level rise will play havoc with all this. It will even impact the residential areas which have been developed close to the coast.

No one is certain as to when, how and the extent of this happening. Primarily this is due to the fact the natural processes in play are not fully understood yet. It is also however possible that mitigation measures planned and in hand to reduce carbon emissions could be quite effective if taken up.

During UNFCCC (United Nations Framework Convention for Climate Change) meetings it is continuously emphasised that the increase in global mean temperature should not exceed 1.5 degree Celsius over the pre-industrial temperature. This is the result of extensive lobbying by island states and under-developed countries over the years. They have been successful in adjusting the objective from the previous 2 degree Celsius.  This is definitely a step in the right direction, but it is not enough. 

In Paris in 2015 this was already agreed upon. Yet it was all words, none of which was converted into action. At Glasgow we need some decisions which are implemented the soonest.

Taking definite action on climate change is required to protect our coast.

published in The Malta Independent on Sunday : 7 November 2021

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

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

Traffic and the budget

The Budget acknowledges that traffic is a problem; unfortunately it fails to present a vision for the future, as Transport Malta has yet to carry out a consultation exercise.

Acknowledging that Malta’s roads are bursting at the seams is one small step in the right direction. Simultaneously, however, the Budget goes in to propose various measures, amongst which a couple which will definitely increase traffic. Providing more parking spaces, widening roads and improving junctions through the provision of flyovers will improve traffic flow, but it will also increase vehicular traffic.

It is not rocket science to conclude that a long-term plan to reduce car ownership is the only way forward. Currently, with around 341,000 cars on our roads, car ownership in Malta stands at 802 per thousand population. In contrast, the figure for the UK is 516, for Italy 682 and for the USA 786. If Malta’s car ownership profile were to be reduced to a reasonable 500 cars per 1000 population, this would signify that there are currently 130,000 more cars on our roads than is reasonable.

Given the short travelling distances in Malta, public transport should normally be sufficient for most of our needs. Car ownership has increased exponentially over the years as public transport was found lacking – even for such short distances and it  got worse over time.

The recently published White Paper by the Education Ministry pointed out how schools are affected by traffic congestion. They are not, in fact, a  cause of traffic congestion; rather, they are one of its many victims. Introducing a coordinated scheme providing school transport to serve both private and public schools could reducing traffic during rush hours.

The same could be stated in regarding the accessibility of industrial estates. If these were suitably serviced by public transport routes, a substantial reduction in traffic generation could be achieved.

The budget also refers to alternative means of transport. Reinforcing sea links across Grand Harbour between Valletta and the Three Cities as well as across Marsamxett Bay between Sliema and Valletta, could also contribute substantially to a reduction of traffic movements. Various attempts have been made over the years to restore such links but they were not as successful as had been hoped due to the fares having generally been considered as being on the high side.

Reintroducing these maritime links across the harbours on a sound footing would provide a long-term alternative public transport service that would substantially reduce travel time for all its users. However, it would not be reasonable to expect this to be completely self-financed, at least not until such time as it has attracted custom and established itself as a reliable and efficient public transport service.

The budget also encourages the use of small-capacity motorcycles by reducing their annual road licence fee to €10. This reduction would certainly be an encouragement, even though it could very easily been removed completely!  However, as was pointed out – even in the budget speech itself – such a measure can only be effective if it is reinforced by an improvement in the  behaviour of  road-users as well as through better maintenance of our roads.

Improving the use of the existing road infrastructure would be effective as a short-term measure. The proposal to introduce the “tidal lane” in a number of ours roads would  certainly reduce congestion through facilitating traffic flow. It will not, however, reduce vehicle movements.

The EU -funded study entitled The External Costs of Passenger and Commercial Vehicles Use in Malta carried out by the Institute for Climate Change and Sustainable Development at the University of Malta examined the economic impact of traffic in Malta. Such impact included not only time lost due to heavy traffic, but also excessive fuel consumed and the effect on health of the resulting air and noise pollution.  The estimated impact is substantial and add up to around four per cent of GDP. This would completely cancel out the projected 2016 increase of 3.6 per cent in Malta’s GDP.

The current extent of the traffic problem in Malta is due to the failure on the part of the state over a number of years. The mismanagement of public transport has created a vacuum, as a result of which cars have been permitted to take over our roads. Reversing the process is possible, but it will not be easy: it will require a coordinated approach and clear thinking. At the end of the day, all the measures taken must have one clear objective: replacing the private car as the preferred means of transport. It is the only way forward.

published in The Malta Independent on Sunday, 18 October 2015