Riforma fil-Kunsilli Lokali - Michael Briguglio

Il-Mument 10 ta' Dicembru 2017

Il-Kunsilli Lokali f’Malta ser jaghlqu 25 sena. Dawn qeghdin jaqdu l-htigijiet tal-lokalitajiet rispettivi taghhom?

Aspett ewlieni f’dan ir-rigward huwa l-finanzi. Il-Kunsilli Lokali ghandhom ghazliet limitati dwar kif jistghu jiggeneraw id-dhul. Id-dhul ewlieni jigi mill-Gvern centrali. Hemm ukoll possibilita’ ta’ dhul minn fondi ta’ l-Unjoni Ewropea, minn skemi specifici tal-Gvern u minn reklamar u certi permessi.

Politika ta’ riforma fil-kunsilli ghandha temfasizza li persentagg tad-dhul Governattiv mill-VAT, turizmu u oqsma ohra jigi maqsum mal-kunsilli.

Izda huwa car li hemm bzonn li l-Kunsilli jkollhom iktar opportunitajiet biex jiggeneraw id-dhul. Dan huwa necessarju biex jigi ffinanzjat xoghol bhal dak infrastrutturali u gbir ta’ l-iskart, kif ukoll inizjattivi bhal dawk  edukazzjonali, socjali u kulturali. Dawn ta’ l-ahhar huma importanti sabiex ikun hemm iktar sigurta’, integrazzjoni socjali u sens ta’ komunita’.

Idealment, l-agenda lokali ta’ Malta temfasizzja id-dicentralizazzjoni sabiex l-ebda gvern ma jkollu poter eccessiv. Permezz tas-sussidjarjeta’, decizzjonijiet li jistghu jittiehdu mill-kunsilli lokali m’ghandhom jittiehdu minn xi Ministru.

Din il-filosofija tista’ twassal sabiex il-kunsilli ikunu iktar sostenibbli. Per ezempju, art tal-gvern tista’ tigi devoluta lill-kunsilli. Parkeggi, bini pubbliku u siti storici jistghu jigu mmanigjati mill-kunsilli, u d-dhul iggenerat jista’ jintuza ghal htigijiet lokali. Biex naghti ezempju prattiku: il-car park pubbliku tax-Xatt ta’ Tas-Sliema huwa ikrah ferm u biex wiehed jipparkja jigi ‘mitlub’ ihallas. Mhux ahjar kieku dawn il-flus imorru ghand il-kunsill sabiex il-car park jigi msebbah u flus ohra jintuzaw ghall-bankini u htigijiet ohra?

Riforma fil-Kunsilli Lokali ghandha tizgura ukoll li l-Kunsilli ikollhom rwol ewlieni fit-tehid tad-decizzjoni ta’ l-Awtorita’ ta’ l-Ippjanar. Decizzjonijiet li jistghu jittiehdu mill-Kunsilli, bhal dawk ta’ enforzar dwar kostruzzjoni u ta’ street markings, ghandhom jittiehdu mill-Kunsilli, u mhux minn entitajiet centralizzati.

Importanti ukoll li skemi lokali bhal dawk ta’ parkegg ghar-residenti ma jkunux diskriminatorji. Ma jistax ikun li pajjzina jibqa karatterizzat minn lokalitajiet b’dawn l-iskemi u ohrajn minghajrom.

Qasam iehor ta’ importanza huwa dak tas-Social Impact Assessment. Jehtieg li l-Kunslli ikollhom fondi u access ghal servizzi professjonali bhal dawk ta’ socjologi, ekonomisti u esperti kulturali sabiex ikun hemm taghrif car dwar demografija, realtajiet socjali, komunitajiet u aspirazzjonijiet tar-residenti. Dan kollu jghin sabiex decizzjonijiet jittiehdu fuq bazi ta’ evidenza.

Il-Kunsilli ghandhom iservu ukoll ta’ centri ta’ servizzi u informazzjoni bhal tfittix ta’ impjieg, kura u pariri professjonali. U l-istess Kunslli ghandhom ikunu mharrga kif jahdmu ahjar ma’ l-istampa u s-socjeta’ civili.

Sfortunatament jidher li l-Gvern Laburista miexi lejn direzzjoni ohra. Iktar ma jghaddi zmien, iktar qed jahtaf poter taht idejh, b’iktar poter f’idejn il-Ministri.

Ezempju ta’ dan huwa l-enfurzar. Filwaqt li l-Kunsilli ta’ kuljum jaffacjaw abbuzi f’oqsma bhall-kostruzzjoni, skart, parkegg abbuziv u storbju, l-istess kunsilli qed jispiccaw jittalbu mal-Gvern biex ikun hemm enforzar.  Dan mhux sew.

Ezempju iehor hu l-kisi ta’ toroq. Hemm min qed jghid li l-programm ta’ seba’ snin tal-Gvern ser jikkonsiti minn kisi ta’ ftit pulzieri fit-toroq madwar Malta u Ghawdex. Jekk dan huwa l-kas, mhux ahjar kieku dan ix-xoghol isir mill-Kunsilli u jsir b’mod olistiku?

Iktar ma jkun hemm poter f’idejn il-Ministri, iktar ikun hemm tentazzjoni ghall-koruzzjoni . Tista’ tinqatel is-sens ta’ inizjattiva fil-kunsilli lokali.

Minn naha l-ohra, id-dicentralizzazjoni tista’ twassal ghal Kunsilli iktar incentivati biex ikunu kreattivi u innovattivi. Dan jista’ jinkoragixxi iktar sens civiku u iktar sens ta’ komunita’. B’hekk ikollna Kunsilli Lokali attivi u b’ruh socjali, u mhux Kunsilli Lokali tallaba tal-Ministri.

Sliema developers finding 'easy way out' of parking obligations

The Sliema Local Council held a meeting with the Planning Authority to discuss current matters reflecting the locality, including construction management, parking problems, tables and chairs on public land, and the need for a master plan.

Times of Malta report, including interview with Mayor Anthony Chircop can be read here. 

Discussing the bridge

Times of Malta, 28 August 2017

Would it not be great to walk from Sliema to Valletta on a pedestrian bridge? When I read about this proposal, I gave it an instinctive thumbs-up.

The proposal, by London-based celebrated architect Konrad Xuereb, is reportedly estimated to cost about €8 million and would link Tignè Point to the Valletta gun post. It would add another option for transport between the two localities.

If another proposal, this time by AX Holdings is approved, there would also be added transport options through a tunnel beneath Valletta, which connects Sliema to Cottonera by ferry.

Such multi-modal forms of connection are commonplace in many towns and cities across the world and they can offer practical solutions to combat Malta’s traffic challenges. Interestingly, this newspaper reports (August 23) that, about 60 years ago, a cable-car project was proposed across Marsamxett Harbour, from Sliema Ferries to Hastings Garden, in Valletta, with Manoel Island in between. As we know, this project never took off.

But let’s go back to the future.

Architect Xuereb is arguing that his 300-metre-long bridge proposal will “mean less pollution, fewer people using their cars and [have a] long-term benefit for Valletta, which will feel more connected to places in Sliema”.

Let us assume the government or local councils are interested in developing this public project, what should be the way forward? I would argue for a mix of public consultation and evidence-based policymaking.

In the first instance, funding possibilities would have to be sought for. Given that the government is committed to upgrade Malta’s road network over a seven-year period, would a pedestrian bridge fit within this remit? I think it should, especially when Malta is committed to develop and encourage modal shifts towards alternative forms of transport.

Alternatively, the government can vote specific capital funding or apply for EU funds, the latter also being possible through local council involvement. In the previous legislature, the government spending on capital projects was relaxed, so perhaps this time around the trend can be shifted in a sustainable manner.

Cost-benefit analyses should also be commissioned to verify investment potential of the project, given possible savings elsewhere.

What about the technicalities of the project? Environmental impact studies would have to be carried out on the marine environment, wind impact and other ecological features. This would help stakeholders discuss the issue in an informed manner. This should be so obvious but, very often, we see quite the opposite, for example within the social media, where some people excel in appointing themselves experts of everything. The technical possibilities of development projects require much more than trigger-happy Facebook chats and impulsive decisions by vote-hunters.

This is not to say that public participation is not important. Far from it. Indeed, the participation of the public and various stakeholders can help broaden the debate and create a sense of ownership and belonging to the project, should it proceed.

Local councils directly implicated in this project should have a key role in this regard. The Valletta and Sliema local councils comprise the directly-elected representatives of the respective localities and are directly involved in the day-to-day issues facing residents, businesses, tourists and others.

Let me mention just one example that readily comes to mind. The public beach under Tignè Point is becoming increasingly popular among locals and tourists alike. How will this be impacted by the development of a bridge?

Sliema and Valletta are also characterised by the increased use of bicycles and hats off to that. Given that bicycles comprise clean, light transport, would it be possible to give access to cyclists on the bridge? In the affirmative, what boundaries and limits should be established on usage?

It is by now evident that this development proposal would require a social impact assessment. Mixed sociological and other social-scientific methods should consequently analyse, monitor and manage the intended and unintended social consequences, both positive and negative, of the proposal. It would give considerable importance to dimensions such as culture, perceptions, community, health, well-being and personal and property rights.

The bridge proposal could indeed serve as a case study of truly transparent, democratic and sustainable policymaking. Malta is crying for such processes.

Circular van service for the Sliema community

The Tas-Sliema Local Council is providing the service of a Circular Van for a trial period of 1 month as a pilot project starting this Wednesday 16th August 2017 up to Friday 15th September 2017.

The service is free of charge. Its intent is to facilitate mobility within the locality. The route is the one shown here, whose Stops will be the existing Bus Stops.

The service is being provided every Monday, Wednesday and Friday at 1000hrs and at 1400hrs.

New information with regards to the Circular Van Service

Route:  Old College Street, Imrabat Street, Rudolph Street, St Mary Street, Madonna tas-Sacro Cuor Street, The Strand, Tigne Seafront, Qui-Si-Sana Seafront, Tower Road, Dingli Street, Dingli Circus, Tower Road and stops at the corner with Old College Street

Stops:  - Old College Street c/w Nazzarene Street
-          Imrabat Street c/w Old College Hill
-          Rudolph Street opposite Anglican Church
-          Rudolph Street c/w St James Street
-          Rudolph Street in front of ex-Imperial Hotel
-          St Mary Street lower part c/w Manwel Dimech Street
-          Madonna tas-Sacro Cuor Street c/w The Strand
-          The Strand near Square Deal
-          Tigne Seafront in front of Nazzarene Church
-          Tigne Seafront in front of the Fortina Hotel
-          Qui-Si-Sana Seafront corner with Dragut Street
-          Qui-Si-Sana Seafront in front of New York Best
-          Tower Road near Preluna Hotel
-          Tower Road in front of ex Tower Palace Hotel
-          Tower Road in front of Diplomat Hotel
-          Dingli Circus

-          Tower Road in front of Expressions

Localise not centralise

Times of Malta 10 July 2017

Are local councils equipped to meet the needs of their respective localities? Do they have enough funds and authority to govern? I believe these are key questions which need thorough debate, especially when local councils are so close to citizens’ everyday needs.

Government funding of local councils has increased in the past years. Indeed, in 2017, Malta’s 68 local councils received a total of €35.5 million from government, an increase of €3.5 million from 2015. High earners include St Paul’s Bay (€1,684,906), Birkirkara (€1,283,056), Mosta (€1,185,524) and Sliema (€1,110,593).

The government will also engage in a road-building programme in the next seven years. It recently announced that it would take over this responsibility from local councils, which are finding it increasingly difficult to cope with hefty demands in this sector.

One expects that in the near future government elaborates on its intentions and consults accordingly. For example, will the road building programme covered by the government include pavements? Will the  government’s plans affect local council funding? Will local councils be responsible just for patching of roads, or would councils still be expected to budget for full-road asphalting? And who will decide on which roads will be prioritised?

Going back to the original question of this article, let us keep in mind that local councils have very limited options for the generation of other revenue. Sure, local councils may apply for EU funds and for discretionary government schemes. They may also generate some revenue through permit fees, adverts and the like.

But it is more than evident that something has to be done to ensure that local councils may adequately cover their growing demands and needs. These include not only infrastructure and waste management, but also educational, cultural and social initiatives which are very important for social cohesion, integration and community building.

Ideally, Malta’s local agenda should emphasise decentralisation to ensure that no government, entity or sector has excessive power. This should be accompanied by subsidiarity, where decisions are taken at the lowest level possible, meaning that decisions which can easily be taken by local councils needn’t be taken by ministers or authorities.

In addition, more state-owned land should be devolved to local councils. This may include public car parks, public buildings and heritage sites. Local councils can then manage such areas in the best interest of the locality, possibly generating funds in the process. Such funds can then be used to help finance local programmes and initiatives.

Unfortunately, Malta’s government is progressively moving towards the other direction. Apart from discretionary schemes referred to earlier in this article, we are witnessing increased centralisation of power.

One key example of this is enforcement. Local councils are frequently at the receiving end of complaints related to illegal street vendors, abusive parking, careless construction practices, noise pollution, illegal littering and so forth. Given that wardens are now under central government control, there is not much that local councils can do to ensure that enforcement takes place. The same applies with regard to other enforcing agencies such as the police, the Building Regulations Office and the Planning Authority.

Centralisation of power gives excessive strength to ministers, who in turn are omnipresent at macro and micro levels in Maltese society. Thus, a local council may require enforcement against abusive practices which affect residents’ quality of life, but this may be prohibited from taking place due to partisan political reasons and patronage.

The centralisation of powers makes citizens and local councils increasingly dependent on ministers, and this can erode the dynamics of local governance. It can also result in increased apathy and lack of initiative.

On the other hand, decentralisation, subsidiarity and devolution can incentivise both local councils and citizens to be more creative and innovative in the governance of localities. It would also help diversify power. In a politically-charged society like Malta, this could enrich democracy, giving more value and legitimacy to local council elections and other similar appointments.

Mobility service in Sliema

Mobility Service in Sliema

Electric scooters for elderly persons in Sliema

Elderly residents with mobility problems in Sliema will have the opportunity to drive electric scooters to do their chores as part of a pilot project by NGOs which will commence in June. 

This is a very good example of community empowement through a public-private partnership involving volunteers, NGOs, Local Council, Government and business.

Times of Malta coverage of this can be read here. 

No consultation over relaxation of traffic contraventions

Measure sends message enforcement 'not taken seriously'

Read the Times of Malta article on the lack of consultation over relaxation of traffic contraventions here. 

Tips for cyclists' safety

James Whitman, PRO of the Bicycling Advocacy Group, has written a list of tips for cyclists' safety in the Times of Malta. You can read the list here.

Sliema Local Council is currently working on more bicycle-friendly infrastructure.

 

Free Public Transport for 18 year olds

Public transport customers turning eighteen during 2017 will benefit from one year of free travel on the public transport service offered by Malta Public Transport. The scheme is one of the Government’s budget measures for 2017.

More information here

An 'F' for local councils?

Michael Briguglio

Times of Malta 12 December 2016

‘Local councils get an ‘F’ in accounting from NAO’, read a Times of Malta headline on December 5.  Have local councils really hit the pits?

Had this statement been made by certain state authorities that are embroiled in Malta’s governance deficit, I would have ignored them. But the National Audit Office happens to be one of the most upright and credible institutions in Malta, and I know Auditor General Charles Deguara to be a man of integrity.

Indeed, the NAO report on local councils’ performance in 2015 makes various claims which are very difficult to ignore.

For example, it transpires that the Vittoriosa, Kirkop, Mosta and Qrendi local councils accounts lacked documentation, were improperly recorded, missing key components and sometimes contained conflicting figures.  Effectively, this prohibited the NAO from analysing their performance. Surely, this is not something such local councils should be proud of.

Three other local councils – Valletta, Għaxaq and San Lawrenz, and the Gozo and northern regional committees were unable to provide audited financial statements by the original deadline.

The NAO also stated that around one-third of the 66 local councils had negative working capital and registered a deficit, which is similar to the situation in previous years.

The report also questions various expenditure line-items of different local councils.

While I have no doubt that the NAO is justified in making certain queries, I also think that the public should be made aware of pertinent characteristics and changes concerning local council finance.

For example, local councils spend quite some money on professional services for architects, accountants, lawyers, contract managers and the like, which are vital for smooth functioning. Similarly, increases in employees’ salaries are often justified by  statutory increases in the cost of living adjustment or by the engagement of new staff which, in turn is governed by public service procedures.

Councils effectively have no authority over wardens and make very little money from the system

Besides, some councils face costs which often have more to do with lack of civic pride. This includes vandalism and unruly waste disposal which tends to increase during the tourist season as well as damage to infrastructure by some contractors.

On a positive note, the NAO notes that central government has committed itself to follow up the issues raised in the report.

In the meantime, in October 2015 the wardens system was centralised under government control, with 10 per cent worth of contraventions paid at council premises being allocated to the respective councils. In my view, this is hurting councils doubly. Councils effectively have no authority over wardens and make very little money from the system.

At the same time, the total allocation for local councils has now increased to €45 million, an increase of €4 from the previous year. Yet, many councils are still underfunded when one considers their responsibilities; and various new council schemes are subject to government approval. This type of centralisation may increase councils’ accountability, but it can also result in temptations for favouritism and in too much power in the hands of ministers.

Another change concerns the national reform programme, which has national targets that are to be met by 2020. Regional committees and respective local councils are part of the plan in matters relating to economic, social and cultural policy, and plans have to be submitted by March 24, 2017.

I think that a change which is really needed to help improve council financial performance is more subsidiarity and decentralisation. In this regard, why shouldn’t councils be able to generate their own revenue on specific local needs such as non-residential parking and enforcement? A measure which can easily be carried out in this regard concerns the devolution of public car parks and other public properties.

The former remain under the remit of parkers employed by government, some of whom ask car drivers for ‘donations’ when parking. Wouldn’t it be better to have such money collected by councils and used for infrastructure, embellishment and other local needs?

Having increased local council responsibility for their revenue can help make them move away from dependency on ministerial decisions. Some councils might still mismanage their finance, but others may device novel ways of generating much needed funds to cover local needs. The public can then grade local councils and councilors in subsequent local elections.

Malta's first bike-sharing system starts next month

53 bike stations in 10 localities

Philip Leone Ganado Times of Malta 1 November 2016

With the swipe of a finger, commuters will soon be able to grab a bike from Sliema, take a short ride to Gżira or Valletta, drop it off, and carry on with their day.

Nextbike Malta, the country’s first bike-sharing system, will start operations at the end of the month with 53 bike stations in 10 localities and nearly one station every 400 metres, as well as a small number of electric bikes.

A free mobile app will allow users to see the nearest stations and the number of bikes available at each one, and with the touch of a button, check out a bike and drop it off at any other Nextbike station.

The low-cost rentals will be charged in 30 minute blocks, and there will also be a yearly membership option for unlimited rides, which the company hopes will make it an attractive, hassle-free option for anyone hoping to incorporate cycling into their daily commute and other short journeys.

The company will also be sponsoring free cycling classes with trained instructors, to help people overcome any fears they may have over using bikes on Malta’s often busy roads

“We hope to achieve a modal shift in the way people think, and to have a direct impact on the problems of parking and congestion,” a Nextbike spokesman told the Times of Malta. “This isn’t only for residents and tourists: we also have a number of employers who are buying memberships for their employees to allow them to come to work by bike.”

The company will also be sponsoring free cycling classes with trained instructors, to help people overcome any fears they may have over using bikes on Malta’s often busy roads, and the spokesman said the system would serve as a more convenient alternative to ownership.

“Studies abroad have shown that the end cost to the individual of using a system like this is actually cheaper than owning your own bike, without any of the hassle of maintenance, parking or worrying about theft.”

Bike-sharing schemes are already a fixture in many major cities, among the most visible being London’s so-called Boris Bikes.

Nextbike itself currently operates in 14 countries, with 35,000 bikes across Europe, New Zealand and the US. A 2011 study based on the bike-share system in Barcelona found that improved health from increased physical activity far outweighed any additional mortality from crashes and the exposure to car exhaust – the equivalent of more than 75 deaths avoided for every incidence of death. The introduction of Nextbike in Malta follows another effort towards a ‘shared-economy’ solution to the perennial traffic problems.

For example, Transport Malta put out a call earlier this month for a national, app-based, car-sharing programme.

The people and the car

Michael Briguglio - Times of Malta 31 October 2016

A few days ago, the United Nations environment agency spoke about the need to put people before cars. The UN said that governments should invest at least 20 per cent of their transport budgets in infrastructure that promotes walking and cycling, to save lives, curb pollution and cut climate-changing emissions from vehicles.

Incidentally, on the same day I participated in a local councillors’ meeting in Rome on green mobility for healthy cities. The main speakers presented successful and inspirational examples in different European cities. It was clear that policymaking can make a difference if implemented well.

For example, it was shown that congestion charges in Milan have reduced traffic and helped provide funding for a clean transport system. The implementation of the charge was tweaked in agreement with the business community.

There was resistance from certain car park owners, certain political forces and some residents, but the eventual positive results are there for everyone to see. Indeed the local council administration wasreconfirmed in a subsequent election.In the meantime, the vast majority ofworkers have continued using public transport, and various economic sectors are reaping advantages.

Malta’s small size provides an opportunity for a modal shift towards cleaner transport

During the conference, those present also learned about improvements made in the transport system of Naples. A congested southern city with a fair share of crises and a financially challenged poor local council is now investing in pedestrianisation, bicycle lanes, bicycle sharing, car sharing and collective taxis. To top it all, Naples has developed a state-of-the art underground station.

In some other localities across Italy, public transport is more accessible, new tram networks have been created and cycling mobility has increased.

Policies are also being adopted to replace older vehicles for merchandise distribution with smaller, cleaner vehicles. And moves are being made for better usage of smart technology which provides holistic information on buses, bicycle use, parking and other matters which can make life much easier for commuters.

This type of policymaking is also being adopted in French cities such as Paris and Grenoble and Spanish cities such as Valencia. Again, public investment in public transport, bicycle lanes, car sharing and pedestrianisation is on the increase.

A lovely case study which was presented in the conference concerned Brussels. It was explained that car dependency has decreased through the ‘stop’ principle. Here, policymakers give successive priority to walking, riding, usage of public transport and finally, the car. The latter is only addressed in terms of policymaking when other methods are exhausted.

Consequently, Brussels has an abundance of bicycle lanes, a bicycle sharing system, strong investment in pedestrianisation, buses and trams, and a progressive reduction of car speed limits which will eventually cover all local roads.

Studies referred to in the conference show that from 50 per cent car usage in 1999, the usage of this mode of transport decreased to 33 per cent in 2010. Today, 37 per cent of commutes take place on foot, and usage of public transport has increased massively. This has taken place despite an increase in population of 250,000 and 60,000 more jobs during the same timeframe.

It was also explained that had Brussels adopted a business-as-usual approach in transport policy, there would have been a massive increase of cars. Yet, once again, sustainable policymaking is helping bring about a modal shift in transport.

Other positive examples were presented during the conference. Rather than hearing of usual acclaimed success stories such as Amsterdam and Copenhagen, participants learned of successful transport policies in other cities which are less known for such approaches. Incidentally, even Amsterdam and Copenhagen were over dependent on cars years ago.

The benefits of such forward-looking policymaking are multifold. Apart from helping improve mobility and accessibility, they also help reduce air pollution and congestion. They help improve people’s well-being and help build a sense of community through open and safe spaces.

Such a sustainable transformation is possible through determined policymaking which is evidence based. Will Malta ever move towards this direction?

Will positive examples such as Valletta’s pedestrianisation be mainstreamed? I believe that Malta’s small size provides an opportunity for a modal shift towards cleaner transport. And before we resort to Malta’s car-culture narrative, let us keep in mind that other cities were car-dependent too.