Special Feature

We could nowadays state that most cruise liners can do without tug assistance during berthing and unberthing operations. Similarly, advancements in tug technology have also had a considerable effect on the towage sector.

Most harbour tugs nowadays, at least the harbour tugs that were built over the last 10 years, are very powerful, having an installed engine power in the region of 4,000/5,000kW and achieving bollard pull capacity of around 70 to 80 tonnes.

Rather than having conventional propulsion systems, modern tugs are today fitted with a combination of an azimuth thruster configuration. The most common type is the Azimuth Stern Drive configuration [ASD], with two Azimuth thrusters installed at the stern end of the tug. The Azimuth Tractor Drive tug [ATD] has two Azimuth thrusters installed at the forward end of the tug, whereas the Rotor Tug has three Azimuth thrusters installed, two at the forward end and one Azimuth thruster installed at the central part of the tug. Tugs fitted with these types of propulsion systems have excellent manoeuvrability capabilities, can provide any pushing or pulling assistance in the least possible time, and can change position or direction of pull/push in a relatively short time.

Another significant advancement in tug technology that we have seen in these last few years is the advances in towing winches. Most tugs are now fitted with a high brake holding power winch and full render/recovery escort winches.

All these enhancements have over the years seen a significant decrease in the number of tugs employed to assist vessels during berthing and unberthing operations. Tug operators are becoming more environmentally sensitive and are also opting for greener propulsion systems. A few hybrid propelled tugs have been built and now that battery technology has improved significantly, all-electric tugs with zero emissions are also being built.

2. In the mid 19th century the first steam propelled tugs were introduced in the Grand Harbour to assist Royal Navy warships in and out of our ports. These tugs also assisted merchant shipping vessels when required and, over time, tug services were taken over by commercial companies. I understand that the first new commercial tug, called St. Elmo, was ordered right after Malta’s Independence. How far have tug services improved since then?

Commercial harbour towage became active in Maltese harbours in the early sixties, following the commercialisation of the British Admiralty Dockyard in 1959. Up to the mid-sixties most harbour facilities, including buoys, fell under the responsibility of the British Admiralty, and as a result, commercial vessels calling in Malta were mostly assisted by the British Admiralty tugs stationed in Malta. Commercial tugs operated by Malta Tug & Lighter Services Ltd, primarily used to tow barges with cargo discharged from vessels, on a few occasions assisted commercial vessels while berthing stern to at Fishmarket or Bridge Wharf in the Grand Harbour.

In June 1961, Midmed Towage Company Ltd was formed between two shareholding companies – C. H. Bailey Ltd of Cardiff, appointed operators of the Admiralty Dockyard through a Malta registered Company Bailey (Malta) Ltd formed on 1st March 1959, and Malta Tug & Lighter Services Ltd, each holding 50% of shares to provide towage and salvage services in the harbours and territorial limits of Malta, and a year later, they introduced two newly built single screw-tugs; CHRIS B, renamed ST ANGELO, and SARA B, renamed ST LUCIAN, each with a power of 1,090 BHP and a Bollard Pull of 15 tonnes. The tugs were both built at Atlantic Shipbuilding Co, at Newport Wales, Bailey’s own shipyard.

Meanwhile, in early 1962, Mediterranean Salvage and Towage Company Ltd [MST] was formed initially between Henny and Edward Scicluna, later in 1964 joined by Hugo Pace & Sons and Mifsud Brothers, operating similar services offered by Midmed with a tug named BULL TERRIER, re-engined with two English Electric diesel engines built in 1964 at Rugby, England.

The ST ELMO, newly built by W. J. Yarwood of Norwich, U.K., a single screw in Kort Nozzle tug with a power of 1,440 BHP Ruston & Hornsby diesel Engine and a Bollard Pull of 20 tonnes, was delivered to Midmed in November 1965 and was the first Maltese owned vessel to be registered under the new Maltese Shipping Register after Malta achieved its Independence.

As you rightly said, over the last 60 years or so, the type and power of today’s fleet has changed dramatically, and today Tug Malta operates a varied, modern, manoeuvrable, and powerful fleet of nine (9) tugs, all forming part of the Regulated Services, producing a total Bollard Pull of 600 tonnes varying in power from 10 to 83 tonnes.

When Tug Malta commenced towage operations back in October 1980, the fleet consisted of seven (7) tugs with a total Bollard Pull of 118 tonnes varying in power between 12 and 22 tonnes – one twin screw tug, five single screw tugs and one single screw in Kort Nozzle tug.

3. Between the 1960s and the 1970s there were two commercial tug companies operating tug services in Malta. At some point in the 1980s tug services were ationalized with the setup of Tug Malta. What is the situation today?

My understanding is that Tug Malta succeeded Midmed Towage and Mediterranean Salvage & Towage on 1st October 1980. Can you please elaborate on this?

In October 1973, the three companies operating towage and lighterage services in the Harbours and Territorial Waters of Malta – Midmed, MST and MTLS – were informed by the then Crown Advocate General that it was Government’s intention to bring under its control all port facilities then in commercial ownership, including tug operations undertaken by the companies. A Bill was then put before Parliament intended to requisition, if necessary, the assets of the companies concerned, although it was the wish of Government that the transfer of these facilities to Government control be by negotiated settlement with the least harmful effect possible on all concerned.

At a subsequent meeting held later the same week, Government, through its representatives, confirmed that it was prepared to accept Market Values for

the valuation of the assets in question, and the Companies undertook to provide Government with the list of assets in question indicating market values.

The list of assets was duly submitted to Government with prices based on valuations given by C. H. Rugg & Co Ltd, Shipbrokers and Admiralty Valuers and Lambert Brothers Ltd, Shipbrokers, both of London.

Following the submission of the respective values, no further discussions were held with Government for several years.

In March 1978, Government, through the then Ministry for Development, Energy and Ports, again indicated that it was its intention to take over the port towage services by forming a new towage Company, the shareholders of which would include Malta Development Corporation, Malta Drydocks, Sea Malta and possibly other parastatal Companies. Midmed Towage and MST would also be offered shares in the new Towage Company and later in September of that year negotiations with the Ministry of Development commenced.

Meanwhile in July 1979 Tug Malta Limited was formed between Malta Development Corporation (MDC), holding the majority shares (77.9%), Malta Drydocks (12%), Investment Finance Bank (10%), and Sea Malta (0.1%), with a total Issued Capital of 1,200,000 ‘A’ Ordinary Shares of one Maltese Lira (Lm1) each, and Sea Malta had the option to acquire within two years up to a further 239,000 ‘A’ Ordinary Shares at par value from MDC. In addition, the Authorised Capital included 800,000 ‘B’ Ordinary Shares of one Maltese Lira (Lm1) each, which were earmarked for the private shareholders once negotiations with Midmed and MST were finalised.

Negotiations with both Midmed and MST were finally concluded on 30th September 1980.

Midmed sold its tug ST ELMO, renamed KATRIN, to Tug Malta for the price of Lm155,000, and acquired an equivalent number of shares in Tug Malta – 155,000 ‘B’ Ordinary Shares of Lm1 each and chartered three other tugs; ST ROCCO, renamed ZOLLA, ST LUCIAN,renamed GERIT, and ST ANGELO, renamed VITORIN, to Tug Malta for a minimum period of six months.

MST sold its tugs CAMBRIAN, renamed MARI, and ROSSGARTH, renamed ROZI, to Tug Malta, and acquired 110,000 ‘B’ Ordinary Shares in Tug Malta.

Most, if not all, of the employees of both Midmed and MST, working afloat and ashore, were taken over by Tug Malta effective 1st October 1980, the day when Tug Malta took over towage operations in the Harbours and Territorial Waters of the Maltese Islands.

4. Who owns Tug Malta? I was reading that the company is a subsidiary of Rimorchiatori Riuniti SpA of Genova. How did this come about?

Tug Malta is now owned by Rimorchiatori Mediterranei SpA, forming part of Rimorchiatori Riuniti Spa (RR Group) of Genova, Italy. Established in Genova in 1922, the RR Group today operates towage and related offshore services in several ports of Italy, including Genova, Salerno, Ravenna, Trieste, Ancona, Pescara, and Sicily, including Augusta, Catania, and Syracuse. Besides the Malta operation, the RR Group also operates towage and/or offshore services in Norway, Greece, Colombia, and recently in Singapore and Malaysia. The RR Group are also involved in the International Shipping Trade and Ship Management, and own vessels registered under the Malta Flag.

In September 2006, the Privatisation Unit within the Ministry of IT and Investment published an international Call for Expression of Interest for the sale of the Government’s Shareholding in Tug Malta. The main motive behind the privatisation of Tug Malta was to introduce a strategic investor who had the capability to exploit business development potential in offshore operations and in harbour towage services in other Mediterranean ports.

The respondents to this Call for Expression of Interest were later issued with a Request for Proposal (RFP) document including further information, as well as terms and conditions of the sale and bidding process until closure of the transaction.

Eleven international Companies involved in towage and salvage operations signed a confidential

agreement and collected the RFP. Eventually, five offers were received and, after due evaluation by the Privatisation Unit, Rimorchiatori Riuniti SpA of Genova was declared the preferred bidder.

Finally, in July 2007, after further discussions between the Privatisation Unit and Rimorchiatori Riuniti, a newly formed local Company, Rimorchiatori Malta Limited, fully owned by Rimorchiatori Riuniti, purchased the Government shareholding held by Malta Government Investments Ltd – 1,080,000 ‘A’ Ordinary Shares , thus acquiring 74% of Tug Malta.

Subsequently, in September 2007, Rimorchiatori Malta Limited also acquired the balance of “A” Ordinary shares – 120,000 from HSBC Bank Malta plc, and in January 2008 acquired all the ‘B’ Ordinary shares – 265,000 from the remaining two private shareholders.

5. What is the current composition of the Tug fleet?

NAME YEAR BHP BKW BP PROPULSION BUILT TONNES UNITS/TYPE

SEA SALVOR 1998 4,568 3,360 55 Azimuth Tractor – Aquamaster PAWLINA 2006 5,600 4,180 68 Azimuth Stern Drive – Aquamaster WENZINA 2006 5,600 4,180 68 Azimuth Stern Drive – Aquamaster SPINOLA 2009 7,180 5,280 83 Azimuth Tractor – Voith Schneider ST ELMO 2011 5,600 4,180 76 Azimuth Stern Drive – RR Aquamaster ST ANGELO 2017 6,672 5,050 82 Azimuth Stern Drive – Rolls Royce VITTORIOSA 2019 6,866 5,180 83 Azimuth Stern Drive – Rolls Royce GOZZO 2019 - 626 10 Twin Propellers Nozzles SENGLEA 2020 6,772 5,050 76 Azimuth Reverse Drive – Rolls Royce

6. The sizes of today’s vessels are every time increasing in dimensions. This can be seen from the larger cruise liners entering Grand Harbour and the merchant ships visiting the Malta Freeport. The same applies for the larger super tankers. Is this fact necessitating the need for larger, more powerful tugs?

With its present fleet of tugs, Tug Malta is well equipped to handle the mega vessels calling in Malta, including the larger super tankers and container vessels when ordered to do so. The same applies to the larger cruise liners which anyway very rarely, if ever, use tugs when equipped with functional thrusters.

7. What is normally the composition of the crew during an assignment?

All commercial vessels certified to be used or operated for hire or reward within the ports, internal waters and territorial waters of the Maltese Islands, and the safety and manning requirements of such vessels, are regulated in terms of the Authority for Transport in Malta Act [Cap.499] and the Commercial Vessels Regulations [S.L.499.23], which include The Code of Practice for the Safety of Commercial Vessels forming part of these Regulations and enforceable as part of the Laws of Malta.

When operating in local waters, the composition of a Crew consists of three persons, including a Master, an Engineer, and a General Purpose Hand.

8. Does the crew undergo continuous training in Malta or abroad?

Crews are licensed by the Authority for Transport in Malta in accordance with the Commercial Vessels Regulations to act as Master, Engineer or General Purpose Hand on a tugboat following suitable courses organised by the Nautical Institute at MCAST – Malta College of Arts, Science and Technology. Moreover, the Company encourages its Masters, Engineers, and other crew members to be suitably certified in accordance with the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW certification). The crews undergo regular and continuous training, including periodical safety drills, in Malta as well as abroad, the latter following the acquisition of a new vessel.

9. What determines the number of tugs required during assistance? Is it only size and technology or also weather conditions?

The number of tugs required during assistance is determined by the “Minimum Towage Requirements” issued by Chief Officer and Harbour Master of the Ports and Yachting Directorate based on the size, condition and technology of the vessel. Weather conditions would also be taken into consideration by the Port Pilot, more so in adverse conditions.

0 5 10 15 20

20 25 Topdeck

30

(ac) 35 40 Deckstore Galley

Messroom Maindeck

2 crew

25

Deckstore

CO2 30 35

Changing room

wash

Store Fr. 2 crew Locker

40

2 crew 45

2 crew Fore peak

50

Bridge deck

20 25 30 35 Aft Peak

Dispers. 6.1m³

0

Aft Peak 5 Rudderpropeller room/ Store

10

40 (Fuel oil 10.8m³)

Generator set (Fuel oil 22.9m³)

15

Generator set

(Fuel oil 10.8m³) Fuel oil / Recovered oil 35.0m³ Below Maindeck

Workair compr.

(Sludge 2.4m³) (Dirty oil 2.8m³) (Lub.oil 2.3m³) hydr.pump

(Fuel oil 18.6m³) Trafo

Trafo

20 25 30

Firefighting set

(Foam 9.2m³)

(Bilgewater 5.2m³) (Lub.oil 2.3m³) (Fuel oil 18.6m³) (Fuel oil serv. 12.3m³)

hydr.pump Fuel oil headertank 4.7m³

Main Switchboard room

35 (Sew. 5.3m³)

AC room

Fuel oil headertank 4.7m³ Chainl.

Engineer's workshop / Store

40 (Freshw. 8.7m³)

(Freshw. 8.7m³)

Dry store 45

Fr.

Fr. Freshwater 16.6m³

50

Chainl.

Fuel oil / Recovered oil 35.0m³

Forecastle deck

20 25 airb.store

locker

locker

30 Store

Technical locker

FSD locker Chief Engineer

35

Captain 40 45 50

Damen

0 5 10 15 20 25 30 35

Sewage 5.3m³ 40

Freshwater 2 x 8.7m³ 45

Freshwater 16.6m³ 50

Main dimensions: Length o.a. Beam o.a.

29.10 13.23 Depth at sides 5.35 Draught aft (without Rec.oil) 5.85 m m m m

Scale

0 1 2 3 4 5m

DAMEN SHIPYARDS GORINCHEM

Industrieterrein Avelingen West 20 4202 MS Gorinchem P.O .Box 1 4200 AA Gorinchem The Netherlands phone fax +31 (0) 183 63 99 11 +31 (0) 183 63 21 89 info@damen.nl www.damen.nl

Format Scale Units Drawn

A0 1:50 mm L.de J. General Arrangement

Checked Standard Type Approved S.C.No. - Project Shiptype ASD Tug 2913

- Plan Project ID Sheet

Date Drawing ID: 243105 - ASD Tug 2913 - GA 001 2015.11.30

IFS Doc No. COPYRIGHT DAMEN SHIPYARDS GROUP

10. What other services does the company offer? Are tugs or can tugs also be used for firefighting and accidents relating to pollution, such as oil spills?

The services provided by Tug Malta include towage services in the ports of Malta and Gozo as defined in the relative legislation, including from port to port and emergency services, the latter including territorial limits and around the coastline of the Maltese Islands. The Company is obliged to have 24/7/52 weeks p.a. availability of tugs in the Grand Harbour and Marsaxlokk Harbour, and other reliable resources required to assist in emergency situations, in the rescuing of equipment, human life and protecting the environment, provided that such services are required within the context of the towage services, including firefighting at sea, and not as a replacement of other services within the remit of the Armed Forces and the Civil Protection Department.

Seven of the present fleet of tugs are fitted with firefighting equipment certified as FIFI 1 and one tug is equipped with two general service pumps connected to a sea water inlet and to the ship’s set firefighting hydrants. One tug is also equipped with anti-pollution equipment operating a clear spray dispersant system with a capacity of 50/min at 10 bar and an oily water separator.

11. Does the company assist vessels outside port areas or outside territorial waters? Have there been such occasions?

Yes, we do, not only outside port services but even well beyond territorial limits when the Crew is certified as such by the Authorities.

12. Do you see any future growth in port services and expansion of our ports in the medium to long term?

In the medium term unlikely, in the long term possibly.

Inter-Harbour Ferry Service numbers rising back to pre-Covid Levels as new infrastructure will be made available as of next year.

Across Our Harbours

A decade of alternative transport for all

Words: Konrad Muscat, Janice Borg and Peter Paul Barbara

Transport Malta’s introduction of the inter-harbour ferry service ten years ago will culminate in the introduction of new passenger terminals on both sides of the Valletta peninsula next year.

Throughout its operation, the inter-harbour ferry service has gone from strength to strength, interrupted only by the negative impact of COVID-19 over two years, which affected not just this ferry service but also a number of other privately operated transport services which were being operated in preCOVID years.

To mark the ten-year anniversary of the reintroduction of the service, which was booming prior to the Second World War and up to almost twenty years after that, until the bus and the car started to take over as the main means of transport in the Inner Harbour area, T-21 obtained comments from the Director of Ports Commercial within Transport Malta, Konrad Muscat, and Perit Janice Borg, Head of the Maritime Unit within Infrastructure Malta, about both the current state of play of the ferry service as well as with respect to the new infrastructure to be launched next year.

Since the inter-harbour ferry service was first introduced as part of the overall Valletta Strategy exactly ten years ago, patronage for this service has significantly increased year after year, with the largest number of commuters travelling between Sliema and Valletta. Service operational hours have also been extended due to this steady increase in the number of passengers, that is until COVID-19 struck and related measures kicked in, which also saw a massive decline in the number of tourists visiting Malta (negligible across various months) as well as a decline in foreigners living and working in Malta.

The latest data provided by the Ports Commercial Unit within Transport Malta shows that the number of commuters is currently on the rise again, with this year recording the highest increases when compared to 2020 and 2021 levels. As the situation continues to normalise to pre-COVID levels and as the planned infrastructure becomes ready for use, it is expected that in 2023 the number of commuters using the service will continue to increase, not just to pre-COVID levels but also superseding them.

As stated earlier, the current inter-harbour ferry service between Sliema and Valletta and between Valletta and Cottonera was reintroduced in 2012, hence this year we are celebrating the first decade since the service was launched.

Konrad Muscat highlighted the efficiency of the service in one single paragraph, stating that “this is a highly efficient service which is provided with two purposely built ferry vessels, each with a carrying capacity of 200 passengers. The average frequency of trips is 30 minutes, and each trip takes approximately 5 minutes each way to complete”.

Those frequenting the multiple ferry landing sites would have noticed works being carried out on these areas for quite some time now; work which includes improvements or rather the rebuilding of the existing ferry landing sites into state-of-the-art landing places, mainly at Sliema, Cospicua and Marsamxett.

The projects are being carried out by Infrastructure Malta after ERDF Funds were sought to co-finance the terminals and the projects planned by Transport Malta and the then Maritime Unit within the now defunct Road Infrastructure Directorate, as part of a policy to promote the setting up of a number of Sustainable Multimodal Transport Hubs at strategic locations across Malta and Gozo. Works on these Ferry landing sites are well underway, with the superstructure at the Sliema Site being put in place.

The notion of sustainable multimodal transport hubs to promote inter-modality among a number of transport modes and mobility solutions was also designed to include water transport in maritime towns and villages around Malta, especially in view of the small size of the islands and hence proximity to the shoreline.

Director of Ports Commercial Konrad Muscat said that, “Once ready, the landing stations will include seating and sheltering facilities as well as timetables with real time information and facilities accommodating alternative modes of transport and connections to circular bus routes, so that the Ferry

should not only be viable for people living in close proximity to the landing point but also to people living further away, where walking is not an option because of distance”.

Currently, Malta Public Transport already operates a direct route around Valletta which is synchronized with the ferry service schedule.

The promotion of waterborne transport has always been a priority and a main objective for Transport Malta. The rebuilding of the Barrakka Lift was also part of this holistic transport policy, whereby connectivity has been improved from the Grand Harbour straight into Valletta, allowing commuters to make the trip directly from the Cottonera area to the Ta’ Liesse ferry landing site, up the lift and straight into the heart of Valletta. Last year, these services were complemented by the introduction of the Mġarr-Valletta fast ferry service, which also continues to increase the variety of water-based public transport.

Konrad Muscat said “Transport Malta will continue to promote water-based transport services in order to address traffic congestion on our roads, especially in peak hours as well as in a feat to address the issue of transport generated emissions”. In the words of Perit Borg,

“The new upgraded landing places seek to address a number of objectives which will improve Malta’s sea public transport infrastructure and reduce emissions. These include promoting the use of alternative means of public transportation, encouraging a modal shift to environmentally friendly modes of transport and providing connections between different modes of public transport. This development is expected to help improve the marine aspect of public transport by increasing its comfort and safety, providing appropriate facilities for the ferries, improving the reliability and resilience of water-based transport, developing a brand image for waterborne transport, link into real time multimodal transport information systems, and providing quick modes of transport to a number of locations”.

The road network is heavily congested and negatively impacting the economy, the environment and quality of life. In spite of the increase in patronage on the public transport system, a large part of the population continues to prefer the use of private cars. Encouraging the use of existing intermodal transport solutions and introducing further options would help to achieve a higher level of sustainability and increased efficiency. Creating new connections between seaside localities in Malta and Gozo has a significant potential to positively impact the country. The provision of passenger transport capacity to replace road transport modes would significantly reduce the external costs of road transport in Malta, mainly originating from congestion, emissions and accidents. The current and possible expansion of the ferry service would have no significant loss from the existing bus transport and Gozo Ferry services. Such an increased network of alternative scheduled passenger transportation services will enhance the existing public transport system in Malta,

whilst ensuring the efficient utilisation of Malta’s geographical characteristics, which to date are underutilised, at the expense of land transportation services.

Perit Borg noted that, “One would be forgiven if they automatically associated mass transport with public coaches, mono-rails, trains and the like. However, keeping in context that our country is composed of a series of islands, sea travel has from time immemorial featured prominently on the list of such transport. It is worth mentioning common routes across both the Grand Harbour and Marsamxetto Harbour in addition to transits to Mġarr Harbour.” The Head of the Maritime Unit within Infrastructure Malta said that “this project has been designed to create ferry landing nodes which are functional and appealing to the general public. The project seeks to address a number of objectives that improve Malta’s sea public transport infrastructure. These include promoting the use of an alternative means of public transportation, encouraging a modal shift to mass modes of transport, and providing connections between different modes of public transport”.

Perit Borg continued saying that, “the improvement of the ferry landing sites is targeted to help improve the marine aspect of public transport. There will be an increase in comfort and safety with the provision of appropriate facilities at each site. Measures will also be put in place to improve the reliability and resilience of water-based modes of transport”.

Forming part of this project is the upgrade of existing hubs at Sliema, Marsamxett and Cospicua. Original plans to test a Buġibba-Sliema route in around 2015 led to a decision that instead a new landing site would be constructed as of 2023 in Buġibba.

Perit Janice Borg said that “the Cospicua and Sliema Ferry landing sites are currently in their final stages of construction, while works at the Buġibba and

Marsamxett sites are earmarked to start in 2023” .

When asked about the construction process of the Cospicua and Sliema terminals, Perit Borg said that “both the Cospicua and the Sliema sites included the construction of a deck on piles projecting over the water. The Sliema terminal has been designed to cater for the berthing of vessels up to 40m in length, and thus can be used in connection with the other sites located outside of the sheltered harbour areas”.

Perit Borg continued saying that “at both sites there will be a sheltered marshalling area for the use of passengers coupled with a ticketing booth equipped with the latest technologies. In addition, in Sliema there is also space for a public convenience and a small commercial area.

The quays will also have movable passenger bridges (ramps) for the safe embarkation and landing of passengers, making this service accessible to all. Through these passenger bridges and the quay’s new fenders, the vessels will no longer need to be moored to the quay before passengers are boarded or disembarked. The new passenger bridges will also enable simultaneous embarkation and disembarkation”.

Gozo Channel

remains the main life-link between Malta and Gozo

Words - Peter Paul Barbara

After the negative impact of COVID-19 on almost all types of transport modes and operations, the situation seems to be slowly but surely recovering. This is also the case when it comes to passenger movements between the Port of Ċirkewwa and the Port of Mġarr, and for the Gozo Channel itself as the main transport operator between Gozo and Malta.

According to the last statistics published by the National Statistics Office (NSO) for the third quarter of 2022, Gozo Channel remains the main transport link between the two islands. In the third quarter of this year, Gozo Channel registered the highest increase in passenger movement when compared to the same period of the two previous years. Such an increase was also registered in the number of vehicles which crossed between the two islands during the same period. The increase was also registered with respect to travelling between the Port of Mġarr and the Port of Valletta.

Sea transport between Mġarr and Ċirkewwa

From the data published, it is also evident, however, that passenger numbers are still behind when compared to previous years, especially over the same quarter in 2019, which data shows as the busiest period registered between 2017 and 2022.

The statistics published by the NSO show that passenger movement aggregated a total of 1,590,386 passengers who travelled between the Port of Mġarr and the Port of Ċirkewwa during the third quarter of 2022. This means an increase of 13.4% when compared to the corresponding period of 2021. The highest number of passenger movements was recorded as expected in the month of August, with 562,464 or 35.4% of the total for the quarter. In case of transport of vehicles to and from the same ports, an increase of 3.6% has also been registered when compared to the same period of the previous year, totalling 571,125.

The number of trips during the third quarter amounted to 9,138, an increase of 6.9% over the same period in 2021 (Table 2). August registered the highest number of trips - 3,084 or 33.7% of total trips for the quarter (Table 3).

An interesting observation is that during the months from January to September of this year, both for passenger and vehicle traffic starting from Ċirkewwa, the busiest days were Fridays and Saturdays, while for trips originating from the Mġarr Port to Ċirkewwa, the busiest days recorded for passenger movement were Sundays and Saturdays, while the busiest days for vehicle crossings were recorded on Sundays and Mondays.

From a total 1,788,244 passengers who crossed between Malta and Gozo, including the Mġarr to Ċirkewwa Route and the Mġarr to Valletta Route, the biggest market share for all types of passenger movement between the two islands remains that of the Mġarr to Ċirkewwa Route, with a market share of 88.9% when compared to the 11.1% market share of the Mġarr to Valletta Route.

With reports published in certain corners of the media that suggest the Malta-Gozo Tunnel project has been put on the back burner, at least for now, the importance of both the Mġarr- Ċirkewwa Ferry Service as well as the Mġarr-Valletta Fast Ferry Service, again takes centre stage for the foreseeable future. If this is the case, it would be major news for all companies and operators involved in the ferry business as far as long-term operational planning, logistics and investment are concerned.

A historical background note about the Mġarr-Ċirkewwa Ferry Service

Historically, ferry services between the two islands goes back to 1241 (according to available records) with a transport service being offered using boats referred to in Gozo as Lateen Sails or, in Maltese, Dgħajjes tal-Latini. This type of boat seems to have survived until the 20th Century. It is to be noted that up to this period, the Port of Mġarr was very different from what it is today, as the area was just a shallow harbour, exposed to winds with just a small jetty serving small boats, which is still there to the present day, in the area of the Gleneagles Bar, and which at that time was mainly used by local fishermen.

The development of the Mġarr Harbour to the port as we know it today, was carried out over the years, when a small breakwater was built in around the year 1841, to be enlarged several times with interventions in 1906, 1929, 1935 and 1969.

A reminiscent of scheduled transport between the two islands took shape in 1885, including an official mail service which was operated by O.F. Gollcher