T-21 September 2022

PUBLISHER

Transport Malta

EDITOR

Peter Paul Barbara

PHOTOGRAPHY

Peter Paul Barbara

AREAL PHOTOGRAPHY

Anna Damianou

Peter Paul Barbara

COVER PHOTO

The latest two RHIBs added to the Maritime Enforcement Department ‘s fleet, seen patrolling in Grand Harbour.

IMAGES ON PAGES 38 - 43 Armed Forces of Malta

In collaboration with the TM Marketing Department

Transport Malta Centre

Triq Pantar, Lija, LJA 2021, Malta info@transport.gov.mt www.transport.gov.mt

COPYRIGHT

All rights reserved. Copyright of all the images used in this publication remains the right of the photographer.

DISCLAIMER

The contents of the articles in this publication is the responsibility of the respective author and it does not necessary mean that the views expressed therein are the same or reflect those of Transport Malta.

Note from the Editor 4

From Point A to Point B - Taking Transport Malta Forward 7

A Mid-Term Review 16

In the News 24

Time to Act making transport cleaner and safer 29

Brigadier Jeffrey Curmi 39

Maintaining Transport Infrastructure 44

The Malta Freeport Terminals 66

Transport Malta’s 2021 Fuq il-Baħar, Moħħok Hemm 81

Reviving back transport history with the traditional Maltese Bus 97

The Maltese Aviation Sector Flying High 112

Cementing Malta’s position as an International Aviation Hub 112

Going Electric? 118

Electric Gozo 128

A new P + R service for Mġarr Harbour 128

Stepping up Enforcement 136

Roadside Inspections to ensure safer roads 136

The Italian Navy Tall Ship Amerigo Vespucci Returns to Malta 140

Note from the Editor

Welcome to the August Edition of T-21. The second edition of this year is coming out a bit later than usual due to a number of changes that have been taking place within the Authority. As of June, Transport Malta has a new Chief Executive Officer at its helm, Brigadier Jeffrey Curmi, who had previously led the Armed Forces of Malta since December 2013. From here I would like to congratulate Brigadier Curmi for his new appointment, while thanking his predecessor Mr Joseph Bugeja, especially for the support he gave to this publication.

As with other editions of this publication, we have several interesting articles, starting with a special feature on the Maintenance Unit of Transport Malta, whose main role is the upkeep of many aspects of our transport infrastructure, especially when it comes to the upkeep of our maritime infrastructure.

Keeping up with tradition, Minister for Transport, Infrastructure and Capital Projects Dr Aaron Farrugia, is also contributing to this edition through an article on transport related emissions and safety.

We will also look at this year’s Safety at Sea educational campaign, with an extensive look at the work carried out by the Maritime Enforcement Department within the Enforcement Directorate, and we will also take a look at two important projects taking place within land transport; a project being run by Malta Public Transport, with the introduction of two new electric buses into regular service, as well as a new Park and Ride Facility in Gozo, which makes use of six electric buses.

This edition will also delve into aspects of transport related infrastructure as well as transport related services which are of national importance, especially to the Maltese Economy.

An interesting feature relates to lighthouses in Malta, including a brief history of these edifices which play an important part in maritime safety. Secondly, we are taking a look at Malta Freeport through an interesting interview starting from the early days of the terminal and going to the present day.

Another feature discusses a service which was introduced a couple of years back, called Vintage Bus City Tours, a service mostly intended for tourists in order for them to experience the traditional Maltese Bus, brought back to life after a meticulous restoration programme that these buses underwent to be put back on our roads with their traditional colours.

Finally, we will also take a look at the latest news and developments from the aviation sector, thanks to

the work being done by the Civil Aviation Directorate within Transport Malta.

This year, TM is also publishing for the first time the T-21b Transport Malta Annual 2021, which incorporates all the articles featured through this publication. The 603-page publication is divided into 8 sections, organised under the following titles: Sea, Air, Land, Intermodal, Enforcement, Special Projects, General and News in Brief. It can be regarded as a true annual, as it incorporates all the activities and news relating to Transport Malta and Transport in general. It will surely serve as a historical reference for professionals and students alike studying in the various fields of transportation.

The publication can be downloaded from the following link:

From Point A to Point B -

Taking Transport Malta Forward

Brigadier Jeffrey Curmi Chief Executive Officer – Transport Malta

Leaders come and go, a legacy lives on. The powers that be have bestowed upon me the responsibility to take Transport Malta forward, a challenge which I took up wholeheartedly. Throughout my career with the Armed Forces of Malta, I had several opportunities to face matters relating to transport or transport logistics and security, mostly maritime and aviation, with the airport and our harbours being the main points of entry into our country, with all the security implications that this brings with it.

I would like to take this opportunity to salute all my predecessors for their input and efforts to take Transport Malta where it is today. I would particularly like to thank my predecessor, Mr Joseph Bugeja, for the work he carried out and the commitment he showed towards the Authority during his tenure as Executive Chairman and CEO of Transport Malta.

My first foreword for this publication will be a brief one.

Having sat for just a few weeks on this chair, I can immediately see that there are a lot of valid and responsible professionals employed with the Authority, all of whom have great passion for their work. My commitment is to do my utmost to provide them with the necessary structures, tools and resources to enable them to work even better and to further elevate their performance.

Taking a quick snapshot of the Authority in the last few weeks has made me realise that a streamlining exercise is required, and some new core structures need to be introduced. The three main pillars of transport – maritime, aviation and land transport – should certainly be kept in place, each with their distinctive roles intact. Having said that, however, certain basic structures and services need to be put in place to assist these, coupled with necessary changes to the Transport Malta Act.

Transport Malta is not a transport operator but a

transport regulator, and hence its role needs to be as such, enhanced and more distinct, by way of reflecting the responsibilities put upon it by national law, including a number of European and international obligations which are required 24/7. Any activity that Transport Malta is involved in or may be involved in the future needs to be both environmentally and financially sustainable.

A number of basic centralised structures and services will eventually be put in place to enhance the overall productivity and output of the Authority, such as basic legal services, an internal audit structure, a centralized procurement system, as well as a financial system which befits a reformed authority and its respective directorates.

This process will obviously take some time to complete and implement, since it will be a studied process, a studied reform. There are certainly some operations currently carried out by the Authority that will be reviewed and it remains to be seen whether these should continue to be carried out by the authority at all.

Like other national institutions, Transport Malta does not have unlimited resources; financial, material or human. The Authority will stick to its main role and the obligations which make it a regulator, but it needs to undergo a phase of consolidation. For instance, is it time to pass certain activities on to the private sector, while making sure that the latter follows a number of set guidelines and certification processes that would need to be put in place? What I can say at this point in time is that this process of renewal is already underway, but in the meantime all of the current operations that Transport Malta is involved in will continue.

In the coming years, we will continue to develop both our international maritime and aviation registries. We already have the largest vessel registry in the European Union, we have a flag of good repute and we will strive to keep it that way, while on the other hand increasing our efforts with regard to our aviation register.

With respect to land transportation, our main challenges over the coming few years will be to address traffic congestion, traffic management, and the promotion of sustainable mobility. It is also our intention to carry out a review to make sure that a sound legal framework is in place in order to achieve a safe and secure transport system for the general public who make use of it.

Taking the cue from the last foreword written by my predecessor, for us to succeed in this endeavour, indeed all hands need to be on deck.

A Mid-Term Review

Kevin Farrugia Deputy CEO and Chief Operating Officer Transport Malta

We have just started the second half of 2022, a period of self-review for the Authority, a period which has seen a new Transport Minister as well as a new Chief Executive Officer to head the Authority going forward.

It is indeed a period of review and consolidation, especially in areas where major successes have been registered, as the publication of the Annual Report will illustrate.

Maritime

On the forefront, we see the continued successes registered and achieved by our Merchant Shipping Directorate, which in 2022 presented us with a growth rate of approximately 2.2% in total gross tonnage over 2020, keeping our register the largest in Europe and the sixth largest in the world. We will strive to keep this momentum going, although such a feat will be a bigger challenge in light of the Ukrainian and Russian war, which has given rise to some elements of disruption worldwide coupled with international sanctions imposed on Russia by the West. This will without any doubt affect our presence in the registration of superyachts, which last year also registered a significant increase.

Ports and Yachting

When it comes to the Ports and Yachting Directorate, we expect an increase in shipping movements over and above the increases registered last year, especially in the cruise liner sector, which is slowly picking back up to pre-Covid 19 pandemic levels, during which period this industry was brought to a complete standstill.With regard to our Grand Harbour, we will also continue to clean up our port,

an initiative taken by the Directorate during much of 2021, which saw the removal of abandoned vessels from the Grand Harbour, most of which were either unseaworthy or half-sunken vessels, taking up a lot of precious space around the port. Once this process comes to end, dredging works will be carried out to improve the depth of the harbour to allow access for larger vessels to berth.

After launching the 45-minute Gozo to Valletta fast ferry service, Transport Malta will engage with the two main operators which are currently operating the service in order to take stock, now that the service has been operational over a 12-month period.

Aviation

When it comes to the Civil Aviation Directorate, our aviation sector continued to register notable success on the previous six years, with the number or Air Operating Certificate holders standing at 43 at the end of 2021. Of notable importance with regard to the Aerodromes section, the certification audit cycle was successfully completed while the section also oversaw off-site operations at private helipads and yacht marinas.

As regards the Air Navigation Services Section, two audits were conducted on Malta Air Traffic Services against the regulatory requirements of (EU) 2017/373, which was applied on 2nd January 2020, while work towards the implementation of the 8.33 Frequency Regulation continued. In addition, sections continued with the coordination of various activities, such as the launch of a space research vehicle by means of a high-altitude balloon and the oversight of the Malta International Air Show.

Today, risk management is a well-established discipline in the aviation industry, and Aircraft Leasing Malta aims to promote Malta as a jurisdiction for aircraft leasing services, building on an already strong aircraft registration service.

By the end of 2021, a total of 150 aircraft had been registered, with 94 aircraft being airliners, including 27 widebody aircraft. 56 aircraft had been deregistered. It is expected that the Directorate will continue with the positive trends registered over the last few years.

Sustainable Land Transport and Mobility

2021 marked a new record in terms of the transport financial grants awarded through Transport Malta to promote sustainable mobility and the electrification of transport, a process which started back in 2014 with the issuance of financial grants and other incentives as the new electric vehicles started to slowly hit the European markets.

Over the last seven years, Malta has been promoting the electrification of land transport and the promotion of Malta as a testing hub for new technologies. Through the MNEP, TM has implemented much of the action plan (MNEAP) to assist in the proliferation of electric vehicles and related infrastructure, which has served as the foundation for technology and services to build upon. Today we are seeing the culmination of this with the deployment of a number of electric buses by Malta Public Transport as well as by the Ministry for Gozo, two initiatives being covered in this current publication.It is widely acknowledged that road transport is the major contributor to air pollution and global warming in Malta, specifically through the tailpipe emission of air pollutants and greenhouse gases. In light of this, Government, together with TM, will continue to promote the use of public transport to address traffic

congestion and all its ill effects. In fact, during 2021, bus public transport registered significant increases in passenger trips when compared to the previous year (keeping also in mind that due to the Covid-19 pandemic, general mobility across the islands was also negatively affected)

In 2021, six financial schemes for more sustainable private means of transport were launched, with a record investment of €14 million, which were administered by the Land Transport Directorate.

To this effect, this year will see the introduction of free bus public transport for everyone, which will also be overseen by the Land Transport Directorate, while TM will continue with the studies for the possibility of a Metro System in Malta as proposed by Government-engaged consultants through the Special Projects Unit, which falls under the responsibility of my office.

Keeping our roads and seas safe

As usual, this time of year brings with it a number of activities and major events across Malta and Gozo, as expected in the summer period. After almost three years of Covid restrictions, as expected, members of the general public made sure to turn up for these events with their masses. On our part, we had to make sure as usual that on these occasions our roads remained safe and secure. In addition, with all Covid restrictions lifted, people returned to the beaches, and here we also needed to make sure that our coasts were kept safe, both for swimmers and those using pleasure craft. This meant that we had to double our efforts to keep incidents to the very minimum.

Transport Malta mobilised its Maintenance Department to make sure that our maritime infrastructure was kept clear of any obstacles on the one hand, while our Maritime Enforcement Department on the other increased their work to make sure that our swimming zones were kept safe. The upkeep of transport infrastructure is taken very seriously, and to this end we are running a feature on the important work that this department carries out on a daily basis. It is our intention that this department is enhanced and more resources are given to it in line with the ever increasing demands.

To assist in this effort, we managed to deploy

two additional state-of-the-art RHIBs, while in the meantime working to increase our assets to give our Maritime Enforcement personnel additional tools to work with. Our commitment to safety remains unhindered, and like we did in previous years, we launched our Safety at Sea Campaign, which was inaugurated by Minister for Transport, Infrastructure and Capital Projects, Hon Dr Aaron Farrugia.

When it comes to land-based activities, we had a number of major events, including the return of the Isle of MTV, all of which were major crowd pullers and hence required us to make the necessary traffic management arrangements in conjunction with all stakeholders and organisers. These were back to back festivals, following the organisation of the Special Olympics in Malta, which also required our input in transport logistics, traffic management, and enforcement.

With regard to the latter, we are gradually reorganising our Land Transport Enforcement Department, as is evident with our increased presence on our roads. During the last few weeks, we have effected a number of roadblocks in crucial sections of our road network. This has been carried out with the full cooperation of other agencies, including the Police, with whom our collaboration has

During these roadblocks, a record number of roadside checks and vehicle inspections were carried out, most notably on heavy vehicles as well as on passenger transport vehicles to make sure that they are safe as expected. Roadside emission inspection tests were also carried out, both during the day and at night, and the driving licenses of those driving these vehicles were checked to make sure that the drivers had the necessary type of driving license for the respective vehicles.

During the first two weeks of July, our officers stopped a total of 207 cars which underwent a basic or full inspection. 179 fines were issued on the grounds that some aspects of the car did not comply with the law or did not guarantee the health and safety of road users.

A record number of warnings and fines were issued over the span of a few weeks, and this work will not only continue but will be increased.

As the national transport regulator, Transport Malta has the legal obligation to enforce our transport legislation and other provisions which are mentioned in the highway code.

intensified over the last few months.

In the News

APRIL

Malta will never forget 2022’s Papal Visit

The chairman and CEO of Transport Malta would like to thank all officials and staff who rendered their sterling service to make this possible.

Minister for Transport, Infrastructure and Capital Projects visits Transport Malta premises

The newly appointed Minister for Transport, Infrastructure and Capital Projects Hon Dr Aaron Farrugia recently visited all Transport Malta buildings and personally met each and every employee. He thanked all employees of the Authority for the warm welcome.

Transport Malta involved in Annual Walk in aid of Puttinu Cares

On Good Friday, the Rapid Traffic Response Team within Transport Malta’s Land Enforcement Unit was tasked with safeguarding participants of the yearly walk organised in aid of Puttinu Cares. Land Enforcement Officers are always instrumental in events of this nature.

Enforcement Officers ensure security during VOOMQUEST

Officials of the Maritime Enforcement Unit within Transport Malta were tasked with complementing security operations during VOOMQUEST. The officers’ assistance is always necessary during events of this kind.

MAY Driving Instructors attend Road Safety Training

As a joint initiative between Trasport Malta and the Malta Road Safety Council, a two-day seminar was organised to aid in the optimisation of driving tests in Malta. This seminar was conducted by an international company which specialises in all areas of road safety.

Transport Malta’s Enforcement Officers distribute tokens on Mother’s Day

Transport Malta’s Enforcement Officers distributed little tokens on the occasion of Mother’s Day to show appreciation for all mothers.

Transport Malta publishes 6th edition of T-21: The Transport Malta Quarterly

This edition of Transport Malta’s official publication focuses on the changes that have taken place recently and on the historic events that have shaped the first few months of the year. Furthermore, it also contains interesting information on current transport methods and how dynamic they must be to accommodate our ever-changing society.

Transport Malta sponsors Special Olympics Malta Invitational Games 2022

Transport Malta happily announced that it is one of the main sponsors of the Special Olympics Malta Invitational Games 2022, which were held between the 14th and 18th of May 2022. TM expressed its good luck wishes to all athletes!

Transport Malta’s Sustainable Mobility Team organise Conference regarding Autonomous Vehicles

The Sustainable Mobility Team within the Risk Management, Policy and EU Affairs Department of Transport Malta organised a half-day conference titled: ‘The Future of Connected and Autonomous Vehicles in Malta’ which was held on Thursday 19th May 2022 at the Westin Dragonara. The event brought together local and foreign experts as well as stakeholders, the industry and the public, with the aim of discussing challenges and opportunities in this emerging field.

Transport Malta employees achieve great results in Special Olympics Malta Invitational Games 2022

Transport Malta employees Shaun Baldacchino (pictured left) and Albert Borg (pictured right) both achieved great results in their respective categories in Bowling during the Special Olympics Malta Invitational Games 2022. Shaun Baldacchino won bronze and Albert Borg won gold. We congratulate our employees for their excellent performance!

JUNE

Transport Malta’s Ports and Yachting Directorate successfully closes IMAROS

The Ports and Yachting Directorate within Transport Malta successfully organised the closing event of IMAROS, an EU-funded project. This event was organised in collaboration with the Norwegian Coastal Administration to present the results on the challenges faced by oil spill responders dealing with ‘new generation’ very low sulfur fuel oil (VLSFO) spills.

Transport Malta sponsors Sustainable Mobility Award Giving Ceremony

The first edition of the Sustainable Mobility Award Giving Ceremony organised by Eko Skola was held at Ħal Kirkop Secondary School. Transport Malta is one of the main sponsors of this event. Ms Laura Sue Mallia - Director Risk Management, Policy and EU Affairs presented a number of awards, namely to the Mobility Student Champion, Mobility Educator Champion and to the 2 schools being awarded for having the Best Green School Travel Plan. Transport Malta also sponsored and awarded a bicycle lock to all participants for their efforts to promote sustainable mobility.

Transport Malta’s Enforcement Officers attend training sessions

Transport Malta’s Land Enforcement Officers had training sessions which instructed them on more efficient and effective procedures that are related to their job.

“Fuq il-Baħar, Moħħok Hemm” Safety at Sea campaign launched

Transport Malta launched the educational campaign ‘Fuq il-Baħar, Moħħok Hemm’. The campaign aims at pushing towards more responsibility behaviour at sea, especially during the summer season.

Transport Malta organises Father’s Day giveaways

Transport Malta’s Enforcement Officers distributed little tokens on the occasion of Father’s Day to show appreciation for all fathers. This was organised in tandem with the Safety at Sea campaign “Fuq ilBaħar, Moħħok Hemm”.

Road Infrastructure Safety Management Programme Seminar

Transport Malta’s goal to road safety is to move towards Vision Zero. This exercise seeks to considerably reduce road accidents in the near future with the adaptation from the studies that are being carried out at the moment and which are to be adopted in the near future, which includes safer road infrastructures , more awareness, stricter enforcement and educational campaigns on road safety.

JULY

The Malta Independent Interviewed Rudolph Muscat

The Malta Independent spent a day on board one of TM’s RHIBs with Maritime Enforcement manager Rudolph Muscat and other officials, to better understand how these officers carry out their work on a daily basis.

Malta Ship Register recognised under QUALSHIP21

The Malta Ship Register has been recognised by the U.S. Coast Guard under #QUALSHIP21 - an initiative that recognises and rewards high quality vessels for their quality and security. This further confirms our country’s professionalism in this sector.

Transport Malta Meeting with 2022 Student Mobility Ambassadors

The Risk Management, Policy and EU Affairs Department of Transport Malta, together with the EIT Urban Mobility RIS Hub Malta, met with some of the new 2022 Student Mobility Ambassadors. Part of the Innocap Project enables an open discussion on how we can become more sustainable as a country. These meetings will continue to take place on a monthly basis to ensure continuity and continue generating ideas to reach our goals.

Superyacht registration increases by more than 51%

The Maltese flag recorded a record increase of more than 51% in the registration of superyachts larger than 24 meters. As a result, Malta has become the jurisdiction of choice and one of the leaders in this sector with more than 1,030 registered super yachts.

Young Innovators Teachers Training Seminar

Transport Malta, through its Risk Management, Policy and EU Affairs Department, together with EIT Climate KiC, participated in a seminar for MCAST lecturers on how to support the engagement of students in sustainable mobility as part of the Young Innovators Teachers Training and presented our challenges for Young Climathon 2022. Climathon is a global community for change makers and innovators in climate change.

Roadside Inspections to ensure safer roads Safety on our roads is a priority for Transport Malta. In collaboration with The Malta Police Force, we carried out a number of roadside inspections over a number of days in July. During these inspections, 207 cars were stopped, 179 fines were issued and 15 cars were towed. These roadside inspections are part of the Authority’s enforcement capability to ensure safer roads in Malta. Enforcement is key.

Capt. Charles Pace interviewed on Movers and Shakers

Captain Charles Pace, Director General of the Civil Aviation Directorate within Transport Malta, was interviewed by Movers and Shakers magazine, where he explained the regulatory obligations of the authority and the importance of attracting more direct foreign investment to Malta. “Today, we have 670 registered aircraft and if things go according to plan, the numbers will continue to increase,” said Captain Pace.

Transport Malta attended the General Assembly of the CCAM Association

Mr Pierre Montebello (Chief Officer Land Transport Directorate) and Ing Ronald Attard Pullicino (Senior Manager - Projects, Innovation & International Affairs) attended the General Assembly of the CCAM Association in Brussels on 29th June 2022, related to connected, cooperative and autonomous mobility. They had the opportunity to share Malta’s views on the subject and the country’s ambitious plans in this important transport sector with industry leaders and

peers from various other countries. They received very positive feedback, particularly concerning Malta’s future participation in international projects and the possibility of pilot projects conducted in Malta.

Logos Hope ship returns to Malta

After 12 years of absence, the World’s Largest Floating Book Fair - Logos Hope, which is a Malta Flagged ship, is back at Valletta Cruise Port plc. The Logos Hope was open to the public at Valletta Cruise Port from 13th July 2022.

SkolaSajf sessions underway

The Risk Management, Policy and EU Affairs Department of Transport Malta, together with the Enforcement Department, Land and Maritime Directorates have organised four half day interactive hands-on workshops with FES SkolaSajf Centres. The first session was held at the Luqa centre, where a team from Transport Malta had the opportunity to deliver talks and interact with students of all ages attending the centre on different means of sustainable transport.

David Attard wins International Maritime Prize 2021

Transport Malta congratulates Professor David Attard on his award from the International Maritime Organization with the International Maritime Prize for 2021. Professor Attard’s contribution within the maritime field is highly acclaimed internationally as well as his efforts in promoting IMLI and turning it into a world class institution. IMLI has served the industry by training thousands of maritime officials across the globe.

Time to Act

making transport cleaner and safer

Hon Dr Aaron Farrugia Minister for Transport, Infrastructure and Capital Projects

Traffic Congestion and the related high traffic emissions have been with us for quite a while now. This is a fact that cannot be disputed. It has been a problem that everyone has known about for the last three decades or so. Having said that, by no means am I shying away from our responsibilities. We know that it is a major problem, and we also know that it has been a hot topic for some time now. In light of this, we need to put everything into perspective.

The fact that for many years, our public transport system was left to its own devices, at least prior to the launch of a new network and the introduction of Arriva as a public transport operator, was a precursor to the situation we are in today. It is also a fact that for many years much priority was given to the use of private vehicles. Administration after another looked at public transport in much the same way. It seemed to be a lack of out-of-the box thinking to try and come up with a solution for an innovative public transport system which suits our needs.

What is certain is that the problem became more acute over time. When in 2013, a new Labour Government was elected to power, we found out that the problem was in fact much greater than what statistics were showing. We found a public transport operator which was on the verge of bankruptcy, with a service that was riddled with problems, including lack of drivers, long queues of commuters waiting on bus stops, very long journey times, and a good number of buses which created a string of congestion issues on several road sections of the network.

After some time, a new tender for a bus public transport service was published, and eventually the contract of service was awarded to a new operator. A bigger and much cleaner bus fleet was introduced, while a revision of the bus network in place at the time was carried out, and after an extensive public consultation process, several new routes and services were put into place.

Over time, the number of passenger trips started increasing year on year. There was, however, a slight hitch in all of this.

Although a massive increase in passenger trips was being registered, congestion was still raging on.

Journey times were still relatively long and over time, a number of bus routes were nearing their peak, with the result that commuters had to wait longer for their bus in a number of locations, as their usual bus was arriving at full capacity.

This also meant that emissions were on the rise, both those relating to air quality as well as those responsible for climate change. At some point, the tail-pipe traffic generated emissions were slightly levelling out within the European set limits.

So, what happened? Bus passenger numbers were up, traffic congestion levels were high, and journey times became longer, so much so, that on several occasions it was reported in the media that traffic congestion always featured as one of the topmost concerns for the public when surveys were carried out.

When reviewing all of this, one needs to put everything into context. Over the last few years, especially before the COVD-19 pandemic broke out, the country experienced an economic boom unlike ever before in recorded history. The GDP was growing fast and forecasted economic growth was on the increase year on year. Unemployment was at its lowest ever, including in the whole of the European Union. Malta had de facto a full employment situation.

In 2013, the new Government introduced a good number of measures to incentivise work and employment, also unlocking the potential of mothers who were staying at home to take care of the family. That year saw the introduction of free childcare and other incentives such as those targeting people who preferred to stay unemployed by increasing benefits for workers who were working within the lowest wage brackets, who saw their income increase by a number of measures, such as the inward benefit.

All this brought with it major increases in transport and mobility demand, coupled with the fact that the economy was not finding enough human resources to fill up the new and even run-of-the-mill job vacancies that this economic boom was creating.

This economic growth gave rise to a situation where the country had to start importing workers across all of the economic sectors, as companies were reporting major staff shortages, including in the transport sector. This, in turn, put more pressure on our infrastructure and increased demand on transport and mobility services. Having so many foreign workers in Malta meant that in most of the cases, these commuters were using public transport.

One can almost say that we had become victims of our own success!

The problem was that this economic boom and regeneration was taking off very rapidly. At the time, there wasn’t even a clear holistic transport policy for the short, medium, and long term. In fact, the

current 2050 National Transport Strategy as well as the National Transport Master Plan were published under the Labour Administration at the time.

In view of the lack of a coherent transport policy, Government didn’t wait. It immediately started to look at electric vehicles and started to incentivise those who started to buy them, introduced a number of measures such as pouring in incentives to certain sections of the population to use public transport, introducing car sharing, and a number of new cab services with the use of web-based applications were licensed to operate. In addition, a number of policy documents were published to promote greener modes of transport, while in the meantime, Government also started to look at what would be the best adapted technology to be used for the introduction of an eventual mass rapid transport system on a national level, to cut down on journey times for public transport and address traffic congestion.

In fact, a full-fledged proposal for the introduction of a light rail Metro system was published in November of last year.

Exceedances in traffic related emissions

In June of this year, published data which was tabled in Parliament made it known that in 2021, air pollution levels significantly exceeded EU levels in no more than eight streets, including Floriana’s St Anne Street, which registered the highest nitrogen dioxide levels in Malta ,with an annual nitrogen dioxide (NO2) concentration of 61.6 micrograms per cubic metre (µg/m3). The annual mean value as set by EU levels should not exceed 40 µg/m3.

With regard to St Anne Street, we need to look at this in a holistic manner, and Government has already stated that a project is needed to improve this street, which is the main entrance to Valletta. Such a project would need to complement the regeneration carried out on the City Gate Plaza, Triton Square and further up in Castille Place. These components need to complement each other to present a grandiose entrance to the city, while keeping in mind future transport related projects that would need to be carried out in the near future.

Apart from St Anne Street, seven other streets were also found to exceed the EU limit, including Swieqi’s St Andrews Road which was second highest in nitrogen dioxide levels at 55.6 µg/m3, while Marsa’s busy Aldo Moro Road was the third-most polluted junction with NO2 levels of 54.4 µg/m3

The five other streets in descending order are Ħamrun’s St Joseph High Street, St Thomas Street in Luqa, Kordin Hill in Paola, Saqqajja Hill in Rabat and Mdina Road in Żebbuġ. On the other end of the spectrum, the data shows that most streets in Gozo had some of the lowest levels of NO2, except for Republic Street in Victoria, with levels hovering just below the limit at 39 µg/m3

Options on the table

High air pollution levels are the cause of many diseases, which we must address. What are the options available to us? Well, there are a number of these to be explored, the most notable one being the reduction of ICE vehicles, especially private vehicles, in favour of the use of public transport.

This alone would drastically reduce air pollution and traffic congestion. Second is the regeneration of commercial ICE vehicles, especially heavy vehicles. Third is the conversion of the national ICE vehicle fleet to a greener one. Like what is happening in other countries, sooner rather than later we would propose a cut-off date for the importation and registration of both new and second-hand imported diesel and petrol driven vehicles in the country, especially those vehicle classes which are already produced with greener technology, including Electric Vehicles and now even Hydrogen Fuel Cell Electric Vehicles.

We are on the right track to achieve this, and last year alone, Government made available the biggest financial package in terms of grants for greener vehicles. Despite this, however, we still have a long way to go, and we must step up our efforts to put in place the necessary infrastructure. On the other hand, one must keep in mind the shortages in EV supply

resulting from the COVID-19 pandemic, the RussiaUkraine war and semiconductor chip shortages.

As we can see in this edition of T-21, Malta Public Transport is already testing two electric buses which are being used on the network, while the Ministry for Gozo is also operating six electric buses in Gozo for the Xewkija P+R service.

In the meantime, Government is carrying out additional studies with respect to the proposed metro system by evaluating in greater detail the economic and financial feasibility of the system (especially in light of the post-COVID regime as well as the current war in Ukraine), including the ARUP proposed network and phasing. This study will also include a close review of a hybrid system of what was proposed that could be put in place in the future as a possibly more feasible alternative.

On the other hand, the Government is also working to reduce emissions generated by ships in the Grand Harbour area by the continuation of the shore-toship technology being installed, a technology which will enable berthed vessels to turn off engines and hook up to the national electricity grid.

Safety at Sea and on the Road

In the beginning of June, I oversaw the launch of the TM led Safety at Sea Campaign, and attended a presentation on alternative funding mechanisms and opportunities to increase road safety. Both safety at sea as well as road safety will remain a priority for this Government.

With respect to the Maritime Enforcement Department within TM, the Authority has recently launched five new state of the art vessels to assist

in the enforcement of maritime regulations in our harbours and around the coast, especially patrols in our most popular bays and swimming areas frequented by the public, with additional assets to be deployed over the coming few weeks.

Secondly, with respect to land transport, TM’s Land Enforcement Department doubled up its enforcement efforts to ensure that vehicles on our roads are as one would expect them to be, efforts which will lead to safer vehicles. Efforts have also been made to avoid deaths and serious injuries on our roads, aiming at “Vision Zero”, which in essence means that we should not even have one death on our road network. The Vision Zero policy is being adopted by many countries, and we will also strive to arrive at such a target both on land and at sea, but in order to achieve this, everyone has to contribute, including drivers and mariners, especially by showing respect to others.

Brigadier Jeffrey Curmi

Transport Malta’s New CEO

By Peter Paul Barbara

Brigadier Jeffrey Curmi is Transport Malta’s newly appointed Chief Executive Officer, after having served as Brigadier of the Armed Forces of Malta since December 2013 and completing a stellar career in the Armed Forces, which he joined in 1994.

As Brigadier of the Armed Forces of Malta, one of the most highly revered and prestigious positions within the Public Sector, Brigadier Curmi is not new to strategic decision making as well as having the necessary leadership skills, competence, and experience with which he will lead us and the Authority in the years to come.

Who Is Brigadier Jeffrey Curmi?

Brigadier Jeffrey Curmi was born on 5th July 1975 and joined the Armed forces of Malta in 1994. After following a cadetship course and attending the Allievi Ufficiali di Complemento course at the “Scuola di Fanteria” in Cesano di Roma in Italy, he went on to complete the Commissioning Course at the Royal Military Academy Sandhurst in 1996, where he was awarded the best overseas student prize - The Cane of Honour - which was presented to him by HRH, The Duchess of Gloucester.

As a Lieutenant, in 1997 he was made Platoon Commander of the 1st Regiment (Infantry) Airport Security Company, and a year later he was posted to and appointed as Officer in-Charge of the Explosive Ordnance Disposal (EOD) Troop of the Ammunition and Explosives Company, 3rd Regiment.

Upon successful completion of the Advanced EOD Course at the Defense EOD School in the United Kingdom, he specialised in conventional munition disposal, upon which he proceeded to specialise in Improvised Explosive Device Disposal (IEDD) at the Army School of Ammunition, in the United Kingdom.

As a Captain, in 2003, Brigadier Jeffrey Curmi successfully completed the Diving Officer Course at the Naval Diving and Salvage Training Centre (U.S. Navy) in Florida, where upon successful completion of the course, he was awarded the prestigious “Honor Man” award for qualifying once again as the top student in the course, amongst US and international candidates. He extended his training at the same training centre to qualify as ‘Salvage Diving Officer’.

In 2006, Jeffrey Curmi successfully completed a CBRN (Chemical, Biological, Radiological and Nuclear) Defence Diploma at the Scuola Interforze in Rieti, Italy. During the same year, he also completed the United Nations Staff Officers Course in Hamburg, Germany. A year later, Jeffrey Curmi furthered his

studies and qualified as an Advanced Operational CBRN Instructor at the Italian Scuola Interforze.

As a Major, in 2007 he was appointed as Officer Commanding of the Ammunition and Explosives Company where, apart from the operational EOD Troop, he was also in charge of the AFM’s Ammunition Depot.

During his tour of duty, he advanced his EOD, IEDD, Advanced Explosives Disposal Techniques and Post-Blast Investigation specialisations in the United States of America, Spain, Italy, Germany, Belgium, the Netherlands, Hungary, the Czech Republic, Poland and Denmark

In 2011, Jeffrey Curmi was posted to the AFM Headquarters and was appointed as Staff Officer within the Training Branch, after which he attended the Combined Strategic Intelligence Training Programme with the Defence Intelligence Agency in Washington D.C.

Throughout his career, Jeffrey Curmi led most of the EOD, IEDD, diving and fireworks related operations in Malta and Gozo, as well as planned and led all EOD sweep operations in major security events held in Malta.

He is the Court Technical Expert in explosives and diving incidents. He was also appointed Court Technical Expert by the International Criminal Courts during the Libyan Crisis in 2011.

In 2012, Jeffrey Curmi was deployed for a sixmonth anti-piracy mission as Chief Intelligence Analyst at EUNAVFOR (European Union Naval

Forces) Operational Headquarters, Northwood Headquarters, the United Kingdom. In 2013, Brigadier Curmi was appointed as a Liaison Officer in the Ministry for Home Affairs and National Security. Later on that year, Jeffrey Curmi was promoted to Colonel and appointed Deputy Commander, before assuming command of the Armed Forces of Malta in the rank of Brigadier.

Maintaining Transport Infrastructure

The Transport Malta Maintenance Department

David Penza and Kevin Brincat

The Maintenance Department has one of the oldest legacies in Transport Malta, where it was set up as one of the departments forming part of the Ports Directorate within the ex Malta Maritime Authority (MMA) in 1992.The MMA then was still a relatively small entity of some hundred and fifty employees. Prior to this date, the Maintenance Department was a section within the hydrographic department. It focused mainly on the maintenance of a few navigational aids, a couple of offices, and carried out hydrographic surveys, which activity at the time was very labour intensive, as it employed eight persons to carry out such tasks.

David Penza Senior Manager Maintenance Operations

Kevin Brincat Maintenance Manager

Most of the personnel would just stand for hours, and even days, guarding the transponder device used to locate the position of the hydrographic boat, whilst another two carried out the job of a lookout, one aft and one astern. As technology evolved, less manpower was necessary to carry out these surveys. There was a gradual shift from a surveying prevailing scope to a maintenance-oriented department. Technical personnel started replacing the retiring, unskilled workers.

As time went by, more offices were acquired by MMA and its staff grew to around three hundred. The Maintenance department started carrying out all the necessary office maintenance as well. It also had the task of upgrading its quays’ infrastructure by introducing CCTV, upgrading fences, firefighting systems as well as carrying out repairs to the quays’ decks to conform with ISPS standards.

The aids to navigation increased in number, and there was a shift from the old mechanical lanterns to more efficient and effective electronic lights using the latest LED technology.

In the summer of 1992, the Malta Maritime Authority started installing its first swimmers’ zone in Comino. The Maintenance department used to set this up through its internal resources.

This novelty was met positively by the general public, to the extent that today, the number of swimmer zones exceeds fifty in number. The purpose of these zones is to segregate the swimmers from seacraft, thus offering a safe environment to bathers and swimmers. A number of seasonal navigational buoys are also installed around the islands to indicate the maximum allowable speed of seacraft in the vicinity of the shore. The idea behind these buoys is to

safeguard swimmers as well as to avoid collisions between these craft.

During the first decade of this century, AFM and the Malta Maritime Authority embarked on a project which was meant to improve coastal security through the installation of various radar stations around the islands. These are also maintained by the Maintenance Department.

In 2010, the Malta Maritime Authority, the ADT and Civil Aviation were amalgamated to form what is now Transport Malta.

Since then, the Maintenance Department has grown and has also started tackling infrastructural projects, such as the repair and upgrading of slipways and quays used by fishermen and the boating community in general.

In more recent years, the Maintenance Department started taking over the maintenance of projects carried out by Infrastructure Malta. The main areas of responsibility lie in CCTV systems, as well as street furniture and road and traffic signs.

The Department was also entrusted with the maintenance of the park and ride facilities.

The current responsibilities of the Maintenance Department are listed below.

Slipways

All slipways around the islands fall under the responsibility of Transport Malta. Therefore, it is the responsibility of the Maintenance Department to commission studies, issue tenders and manage refurbishment projects. Such works

are subcontracted to third companies or service providers through the award of a tender.

These interventions include excavation and the replacement of the concrete surface with prefabricated concrete slabs. Fenders, railings, mooring rings, wooden sleepers and all the necessary ancillary items are installed.

These slipways are used by both fishing boats as well as leisure craft. Whilst in no way minimising the importance of the needs of the fishing community, whose livelihood depends in part on their possibility to launch their workboats, one must also bear in mind the ever-increasing number of leisure boats which depend on these facilities to launch their boats every weekend to practise their hobby.

Every effort is being made to repair, upgrade and maintain these slipways to accommodate the needs of both parties, while ensuring the safety of both mariners as well as their craft, especially during

weekends and public holidays, when these facilities are mostly used.

Quays

The Authority is also responsible for the upkeep and running of various quays. These include Bridge Wharf, Boiler Wharf, Flagstone Wharf and Fuel Wharf. The Maintenance Department installs and maintains all the equipment present on these quays. The list includes lighting systems, CCTV, fenders, quay deck and sea wall, as well as the gatehouses, gates and fences. These wharves are a key element in the handling of ro-ro vessels, cargo and fuel supply ships. The smooth operation of these quays is a key element in the national security sphere. These facilities have to conform to ISPS standards in the sector, which ensures a level of quality and security in the services they offer.

Other quays are dedicated to passenger and cargo ferries such as the ones at the Port of Mġarr

Gozo and Ċirkewwa, as well as the smaller ones, which are also of fundamental importance to the transport network. These include those at Bormla, Marsamxett, Lascaris, Sliema and the Mġarr fast ferry service. These facilities include the same infrastructure as the above-mentioned quays.

The Ċirkewwa port facility offers a passenger terminal to the general public making use of the Gozo Channel Ferry. The Mġarr port also offers the use of a terminal. Without taking away any merit from the passenger terminals, due to the fact that the service offered by Gozo Channel is essential for Gozo, it is vital to achieve business process continuity under any circumstances. The only exception made is when the sea is so rough that the vessels cannot handle the voyage in a safe manner.

It is therefore of vital importance that the quays at both Ċirkewwa and Mġarr are in good working order at all times. This means that fenders and ramps which get damaged due to wear or accidentally by

the ship, must be repaired or replaced immediately to avoid service disruptions. Any disruption in service will mean that workers, students, patients and travellers do not make it on time to their destination in Malta.

The port of Mgarr also serves as the only facility in Gozo which offers berthing and loading/unloading services to cargo vessels. In this regard, apart from the above-mentioned berthing facilities, the Maintenance Department is also responsible for the upkeep of the lighting facilities. Of particular importance to this port are the high mast lights, which illuminate the area, thus ensuring the safety of passengers and cargo handlers. The lights in this area also consist of a considerable number of floodlights, which fall under the Department’s remit as well.

The Bormla, Marsamxett, Lascaris, Sliema and Mġarr small passenger ferry berths and the fast ferry berths which link Malta to Gozo are relatively new.

These ferries offer an alternative mode of transport, whereby passengers are urged to make use of these services instead of using their car, thus decreasing their carbon footprint. Here again, it is vital that the berthing facilities and passenger terminals are kept in tip-top condition.

Navigational Aids

The Maintenance Department is also responsible for the installation and upkeep of navigational aids. These are a fundamental tool for the safe navigation of vessels. These vessels vary from very large cruise liners and cargo ships to the small leisure boats around the islands.

These navigational aids include a large number of floating buoys as well as lighthouses. The buoys are lit by beacons, which are installed above the buoy structure. They also include radar reflectors which make these buoys visible on radars. Each buoy’s colour and visual configuration has a different meaning, which all mariners are conversant with.

While buoys are meant to direct vessels to specified areas, lighthouses are the first sign which a vessel encounters when approaching the islands. They have a luminous range of up to twenty nautical miles. When the captain of a vessel spots a particular lighthouse beacon, he can set the course of the ship in the desired path to approach the harbour he intends to get to.

Although today’s ships are equipped with stateof-the-art navigational systems such as GPSs and high definition radars, lighthouses and buoys give more piece of mind and are more trustworthy than any other system as they are a simple, yet effective means of signalling a fixed point on land.

The Maintenance Department makes sure that these are kept in good operational as well as visual order. There is no need to emphasise the level of importance of these assets to national security, as they are meant to avert vessel collisions with both other vessels as well as fixed structures such as reefs and quays. The consequences of such events would be catastrophic to the nation as they could lead to oil spills and the loss of access to our harbours, not to mention the perils to human life.

Park and Ride Facilities

One of the initiatives which Transport Malta took on board in an effort to urge private car owners to make use of public transport, was the introduction of Park and Ride facilities, whereby private car owners are offered a parking area next to the public transport hub, from which they can be transported the last mile of their final destination.

The maintenance of the Blata l-Bajda, Floriana, Pembroke, Marsa and Buġibba Park and Ride facilities also falls under Transport Malta’s responsibility. The main assets in these sites are the lighting systems, which ensure the safety of commuters and vehicles roaming around the area after sunset. They also include public transport personnel quarters.

Buildings and Office Premises

The Authority has offices at Marsa, Lija, Paola, Pieta, Lascaris, Luqa, Tiġrija Palazz Gozo and Mġarr Harbour. The Maintenance Department ensures the good upkeep of these buildings both from an aesthetic as well as a functional perspective. These buildings house all the peripherals and amenities which are standard in today’s modern workplace, such as air-conditioning, LED lighting, sanitary facilities, office furniture, computer networks etc. These premises are kept in the best condition possible for the comfort of employees, which results in a better service offered by the Authority’s staff.

Msida Skate Park

The network of underground pedestrian tunnels below this facility is also maintained by the Maintenance Department of Transport Malta. The assets in place include the CCTV system, railings and lighting. Such assets ensure the safety of hundreds of pedestrians who each day make use of this network of tunnels instead of risking their lives crossing the heavily trafficked Msida Circus junction. The CCTV system is a deterrent against crime and vandalism. The Department is committed to repair anything which somehow gets damaged, in an effort to offer the best and safest service possible by this network.

Radar Stations

Transport Malta also maintains the various radar stations around the Islands. These stations are property of either Transport Malta or the AFM. Initially, the installation of these radars was through a joint effort by the Authority and the AFM, however, all maintenance issues are dealt with by TM’s Maintenance Department.

These facilities include radars, intruder alarms, CCTV, and backup electric generators. One cannot emphasise strongly enough the strategic importance of the continuity of the services which these sites offer to the security of our nation. Any fault is attended to immediately and the generators tested and topped up with fuel on a regular basis to make sure that power disruptions are limited to not more than a few seconds until the generator automatically kicks in.

Marsaxlokk and Mġarr Gozo Fishermen Pontoons

The Maintenance Department also takes care of the maintenance of a number of pontoons used by fishing vessels at the sites in caption. Tasks include the cleaning of ropes and chains, as well as the replacement of any part/s of these pontoons,

together with their mooring tackle. These pontoons offer a secure berth to small craft and medium sized vessels used for fishing. These craft are the livelihood of many families and thus, their safety and security are given top priority.

Handing over of projects from Infrastructure Malta

The various major road and maritime projects currently being undertaken by Infrastructure Malta, when completed are handed over to the Maintenance Department for routine, preventive, and corrective maintenance.

The maintenance obligations include all services offered by these projects, such as CCTV and lighting. It is the Maintenance Department’s objective to safeguard the long-term benefits derived from these projects by carrying out any necessary repairs.

Conclusion

The Maintenance Department has been offering its services to maintain the Authority’s fixed assets in the best possible condition for the past thirty years. Its main goal is to offer effective and efficient services and to ensure service continuity in its sector.

Beacons of life

Peter Paul Barbara

I have always been fascinated with lighthouses. I think I have had this fascination since my early photography days, when I used to spend hours watching large waves surging and crashing onto the small lighthouse on the Ricasoli breakwater arm and equally on the other one placed adjacent to the St-Elmo breakwater. Apart from these two small lighthouses and another two proper ones, we do not have significantly larger ones that compare to the structures found close to shores in other countries. The main role of lighthouses is specifically to warn mariners of approaching land or a harbour, and hence the lighthouse itself is universally and always regarded as a symbol of safety as well as a symbol of resilience. In many cases, we also find these structures on shallow reefs some distance away from land to warn vessels that the water is very shallow, especially where tides are continuously changing.

The construction and use of lighthouses for mariners can be traced well back in history. Perhaps the most famous lighthouse of all time is the lighthouse of Alexandria, sometimes also referred to as the Pharos of Alexandria, which was built by the Greek Ptolemaic Kingdom of Ancient Egypt during the reign of Ptolemy II Philadelphus (280–247 BC).

The lighthouse is thought to have been at least 100 metres high, and historically it is considered as one of the seven wonders of the Ancient World. For many centuries it was regarded as one of the tallest edifices ever made. The lighthouse of Alexandria was severely damaged by three earthquakes between 956 and 1323 AD and became an abandoned ruin, at least until 1480 when any traces of it disappeared.

Throughout time, there have been general

improvements made on the way a lighthouse functions. It is of great interest that the well-known Scottish engineer Robert Stevenson was a key contributor in the development of lighthouse design and construction in the first half of the 19 th century, and for some time he sat on the Northern Lighthouse Board of Scotland and the Isle of Man. From a lighthouse perspective, he will remain known for the design and construction of the Bell Rock Lighthouse in 1810, which used the same structure design of the Eddystone Lighthouse (engineered by John Smeaton some years earlier) but with a number of technological advancements, including reflector design and the use of Fresnel lenses and the shuttering system, among other innovations.

Lighthouses captivate the minds of many people, especially those living by maritime coasts. The

George Bernard Shaw (an Irish playwright, critic, polemicist, and political activist)

US, in fact, have a day dedicated to lighthouses – the 7th August of each year, known as National Lighthouse Day.

Coming back to Malta, the Valletta Grand Harbour lighthouses were built on the two arms of the breakwater to indicate the Grand Harbour’s entrance and the breakwater itself rather than to warn seamen of approaching land. In fact, these are called breakwater lighthouses.

Apart from these two harbour lighthouses, on the shoreline of Valletta there is another lighthouse providing warning to seamen by a beam of light placed much higher than the breakwater, and which is located on top of one of the defunct gun-posts on the Fort of St. Elmo. It is to be noted however, that during the early British period, the beacon was

placed on a much taller tower that was purposely built to accommodate the beacon. As this structure eroded over time, the beacon was later placed on a metal tower which over time also had to be changed due to corrosion.

Further along the coast to the North, one can also see the remains of what used to be a small harbour lighthouse adjacent to the newer Gozo Ferry Ċirkewwa terminal, which edifice was built approximately 363 years ago. Its intention was also to warn vessels of the approaching harbour.

On higher ground, however, we do find two historically important proper lighthouses which used to also accommodate a lighthouse keeper and which date back to the British period, namely the one found on the coast of Delimara and the other at Ta’ Ġordan,

limits of Għasri in Gozo. The one at Delimara, which is now defunct (since a new beacon has been installed a few metres away) is situated on the edge of the promontory, while the one at Ta’ Ġordan, Gozo, which is still being used, is built on top of a steep hill, further inland, overlooking the coast where the end of the valley, Wied-il Għasri, meets the sea.

Delimara Point, known as il-Kalanka

The Delimara lighthouse, which includes the lighthouse keeper’s quarters, was handed over to Din l-Art Ħelwa by the then Malta Maritime Authority, and underwent major restoration works. The NGO, in turn, converted the lighthouse into a small boutique hotel, where guests can experience living in such a structure. The lantern, although restored, is not functional anymore, and the proper beam of light is provided from another beacon found adjacent to the old lighthouse, which for all intents and purposes is an AFM outpost where radar equipment is also installed.

The Delimara lighthouse is said to have been constructed in around 1854, that is some time after the British had built the lighthouse at Ta’ Ġordan

in Gozo. According to Din l-Art Ħelwa, until 1896, the lighthouse boasted a static red lantern, but this was then replaced by a more powerful gasoline lamp, operated by a hand-wound mechanism, that produced beams of alternating red and white light flashing at intervals of 30 seconds. Its arc of visibility ranged from a bearing of 19 to 295 degrees up to a range of 19 nautical miles.

The restoration was part-sponsored by the Malta Maritime Authority after it collaborated with the same NGO to restore the Comino watch tower, which at the time, was also under the responsibility of the MMA and which was also handed over to the same NGO.

The lantern had a focal plane of 35 metres and gave two white flashes every 12 seconds. Approximately 22 metres, the octagonal stone tower with lantern and gallery rose from a 2-storey typical stone lighthouse - the ‘keeper’s house’. The lighthouse is currently painted black with a white horizontal band. The Delimara Point Light served as the landfall light for ships arriving in Malta from the east as well as marking the north side of the entrance to the Fishing Port of Marsaxlokk.

The Ta’ Ġordan Lighthouse

This lighthouse is found on the Ġordan Hill in Għasri on the northwestern tip of Gozo, approximately 850 metres from the edge of a cliff which drops immediately to the sea, serving as a beacon for vessels arriving from the west of the island.

The lighthouse is said to have been built in around 1853 and is still being used today. The lighthouse underwent a €200,000 restoration programme in 2018 and its site is also a major tourist attraction. Due to its location, the lighthouse also acts as the main Global Atmospheric Watch Station for the Central Mediterranean. Recently, Transport Malta changed the beacon to a more modern LED light which is automated and kicks in according to pre-programmed timings. Its maintenance also falls under the responsibility of the Maintenance Department of Transport Malta.

Port of Mġarr - North and South Breakwater

There are two harbour lighthouses at the Port of Mġarr, Gozo. Dates for the introduction of these two harbour lighthouses are unknown (at least no dates were found when carrying out research for this publication). Both structures are simple harbour lighthouses, and both are built on a conically shaped structure and a base. One is situated on the Northern Breakwater, while the other is located at the South Breakwater, which is the main breakwater.

The harbour lighthouse found at the tip of the old part of the harbour is now defunct with sustained structural damage and is set to have been built around 363 years ago. The column is in the form of an octagonal shape and has a flight of steps going around. This structure was replaced by another beacon on a short mast at the end of the adjacent breakwater.

Valletta - Fort St. Elmo

The lighthouse on Fort St. Elmo was originally established in circa 1851, and since then, the edifice changed structure as well as its location within the fort. The original structure can be seen in the image below. After that, it was dismantled and replaced by a steel tower, which was also replaced due to corrosion, and at the moment it is installed directly on an old gun post without any towers.

https://vassallohistory.wordpress.com/lighthouses/

Port of Ċirkewwa

Both arms of the Valletta Grand Harbour Breakwater have two breakwater lighthouses which were constructed in around 1908. For many years, the breakwater lighthouses didn’t even have their lanterns until replicas were installed in 2012. The one on Fort St. Elmo lights green while the one adjacent to Ricasoli lights red. The tops of the structures themselves are also painted in green and in red. It is said that in the past, Fort Ricasoli also had a lighthouse tower which was erected in the fort itself in around 1858 but which was then dismantled in the early 1900s.

Portomaso Marina and Tigne Point

A harbour lighthouse is also found in the small marina of Portomaso in St. Julians, which marks the entrance to the marina. With regard to Tigne Point, there used to be another lighthouse over Marsamxetto Harbour, which was also deactivated in the early 1900s.

https://vassallohistory.wordpress.com/lighthouses/

Copyright reference St Elmo: https://vassallohistory.files.wordpress.com/2013/09/image353.jpg

General references: https://vassallohistory.wordpress.com/lighthouses/

http://arkivji.org.mt/atom2/index.php/grand-harbour-malta-ricasoli-breakwater-details-of-lighthouse

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The Grand Harbour Breakwater

The Malta Freeport Terminals

Thirty-four years in the making

Peter Paul Barbara interviews Malta Freeport Terminals Ltd CEO Mr Alex Montebello

The Port of Marsaxlokk has been a main protagonist in Maltese History, as has our Grand Harbour. The Port of Marsaxlokk was the port which hosted the beginning of the end of the Cold War, while the Grand Harbour was instrumental in curtailing the Ottoman expansion into Central and Northern Europe.

Mr Alex Montebello CEO Malta Freeport Terminals Ltd

Between the 2nd and 3rd December of 1989, the Port of Marsaxlokk hosted what came to be known as the Malta Summit, the second most important summit after the end of the Second World War and the Yalta Summit, between the leaders of the two main superpowers of the time, the President of the United States George H. W. Bush, and the General Secretary of the Union of Soviet Socialist Republics, Mikhail Gorbachev. This Summit was instrumental and surely contributed to bringing an end to the bitter Cold War at the time, a summit which followed the fall of the Berlin Wall a few weeks before. Later, the Port of Marsaxlokk was to host the largest transshipment port in Malta, which would contribute to the economic recovery of the Maltese Islands after the closure of the British Military bases in Malta.

In previous editions of T-21 we took extensive looks at the Port of Valletta and future plans laid out for its development by Government, but we haven’t looked at Malta’s largest port, the Port of Marsaxlokk and the Malta Freeport, which throughout the years has established itself as one of the leading transshipment hubs in the Mediterranean.

In this edition, we sat down with Mr Alex Montebello, Chief Executive Officer of the Malta Freeport Terminals Ltd, to have a chat about the beginnings of this port 34 years ago and where it sees itself in the future.

How did the idea of building a Freeport in Malta originate?

Setting up a Freeport in Malta was an idea long in the making. In the mid-sixties, the potential for a Freeport in Malta had already been recognised, and after the departure of the British Armed Forces from the island in 1979, the need to generate new sources of income for the country as well as projects and initiatives to serve as a stimulating economic activity, was greatly felt, and the idea of building a Freeport was among these.

Construction works on the breakwater in the Port of Marsaxlokk and on Terminal One commenced in the late 1980s. Given the island’s strategic location, a transshipment hub at the time was seen as an ideal opportunity, as the Grand Harbour, Malta’s leading port for centuries, was not a viable option to be developed as such. So, after years of studies, the Port of Marsaxlokk, with its natural deep waters, was identified as the most suitable location for such a development to be accommodated, and a political decision in this sense was taken to build a Freeport.

The Maltese Government set up a company in 1988 to achieve this objective. Strategic and sustainable growth was an objective from the very start, and substantial investment was poured into the facility, which grew from one container terminal to two in just over a decade, as well as recruiting and training the best personnel available.

Malta Freeport was privatised to CMA CGM in 2004. Moving on, today’s shareholders – as it is jointly owned by Terminal Link, holding a 50% share in Malta Freeport and composed of CMA CGM (51%) and China Merchants Port Holdings Company Limited (49%), with the other 50% being held by Yilport Holding Inc.– have been fully committed to an

ambitious investment programme.

These changes have brought with them significantly improved efficiency of operations and provided a clear distinction between the authority and the operator. Malta Freeport Corporation Limited solely fulfils the role of landlord and authority over the Freeport zone while Malta Freeport Terminals Limited is now the single operating company of both container terminals and the warehousing facilities.

How has the Malta Freeport developed commercially since its early years?

And recently?

Under my stewardship Malta Freeport Terminals is today a leading hub in the Mediterranean region, and one of the few that is capable of handling the latest class of megamax containerships, which are over 400 metres in length and carry 23,000 TEU containers.

Since its privatisation, the Freeport has been transformed by a €320 million investment programme in infrastructure, equipment, digitalisation, and personnel development. Last year alone, the company invested €20 million for an additional two megamax quay cranes, which are now fully operational, presenting the Freeport with a five megamax crane formation on Terminal One. In 2017, after fulfilling all its investment obligations, the Licence and Lease Extension between Malta Freeport Terminals and the Government of Malta was extended for an additional 30 years to 2069.

The investment undertaken over the years has paid dividends: major shipping lines calling at the Freeport include the Ocean Alliance – CMA CGM, Cosco, OOCL and Evergreen – as well as MSC, HapagLloyd, Marfret, and ONE.

What was the performance of the company in 2021 and what is the projected growth for the near future?

In 2021, the Malta Freeport handled almost 3 million

TEUs, which equates to a 22% increase in traffic volume over the previous year, whilst a total of 1,690 ships made calls at the Terminals. Plans are in place to increase the capacity to 4 million TEUs in the not-too-distant future as the Freeport continues to expand operations while maintaining its efficiency.

Sometimes we hear of complaints from the residents about operations. How is the company addressing these and how is it introducing green credentials?

Malta Freeport is committed to minimise the impact of the facility’s operations on the environment. Air pollution has been reduced in the area where the port is located, as all seagoing vessels must now comply with the IMO 2020 regulation, which states that ships have to use fuel with Sulfur oxide level equal to or less than 0.5%, compared with the previous level of 3.5%.

Additionally, more and more vessels are now being powered by LNG (Liquefied Natural Gas) in conformity with the IMO strategic plan for 2050, which aims to reduce gas emissions in the sea by 50%, while working to eventually eliminate them completely.

LNG Powered Vessels

The Freeport is proud to regularly handle the largest LNG-powered containerships in the world, with a capacity of 23,000 TEUs operated by CMA CGM

on the prestigious French Asia Line Service (FAL1), which connects North Europe to Asia through the operation of CMA CGM’s 9 LNG-powered containerships with a capacity of 23,000 TEUs. Malta Freeport is also handling the 15,000 TEU LNG vessels, which are calling at the Freeport on the MEX1 Service.

These LNG-powered vessels use the world’s best environmentally friendly technology, which emits up to 25% less CO2 than fuel-powered systems, uses 99% less Sulfur dioxide and saves 92% in Nitrogen oxide emissions. This is a much higher standard than is currently required by regulations.

Environmentally friendly crane technology, less noise pollution and LED Lighting

Furthermore, the facility’s new megamax quayside cranes have outstanding technological and environmental specifications. Lower electricity consumption, due to the lighter structure, and LED lights significantly reduce their CO2 footprint, while new technology allows for more efficient engaging and disengaging, thereby reducing noise.

The Freeport is not only upping its green credentials but is also investing heavily to improve safety for its employees. It has invested significantly in 15 RubberTyred Gantry Cranes (RTGs) that are equipped

with advanced technology which reduces energy consumption and improves air quality while offering a safer working environment.

These new cranes are fitted with safety alarms that are considerably quieter than the conventional beeper alarms previously in use. The Freeport has also retrofitted these quieter alarms on the existing fleet of RTGs, thereby substantially reducing noise from the facility.

Moreover, full cut-out light fittings have also been installed at Terminal One, the terminal closest to the village of Birżebbuġa, where the port is located, to address light impact concerns such as glare, light spillage and sky glow. Terminal Two lighting has also been adjusted.

Malta Freeport also completed a 2.43 MW solar panel project, generating over 3,600 MWh of energy per year. This is equivalent to savings of over 2,000 tonnes of CO2 per year.

The Grand Harbour is currently being fitted with ship-to-shore technology; is Malta Freeport looking in this direction as well?

Yes. In fact, the Malta Freeport Corporation has just recently published a tender for a ship-to-shore project. Once operational, in 2024, the ship-to-shore

project, which will be a Government investment, will contribute to cleaner air, less noise and vibration, and less CO2 impacting the atmosphere, further strengthening the Freeport’s environmental sustainability credentials as well as significantly reducing inconvenience to residents caused by engines of berthed container ships.

What are the Company’s plans for the future?

Malta Freeport constantly strives to invest in cuttingedge technology. The Company offers clients digital services through the use of in-house portals with real-time operation monitoring. It also recently upgraded the Terminal Operating System, bringing the Freeport’s operation in line with the latest TOS technologies, as well as deploying a high-end wireless technology system using CISCO Fluidmesh ultra reliable wireless backhaul for optimum connectivity.

Malta Freeport has also implemented big data projects and IoT platforms to further enhance its operations. This innovative project will assist the

Freeport to determine operational bottlenecks through the processing of vast amounts of data through single interfaces.

Malta-based businesses and international ones alike also benefit enormously from the Freeport – which today provides links to 110 ports worldwide, over 50 of which are in the Mediterranean – since they can take advantage of the facility’s efficient service.

The Freeport is also a major contributor to Malta’s economy, generating €170 million per annum, or 2% of the GDP. This sustains thousands of jobs, both directly and indirectly.

While the past two decades have been transformational for the Freeport, the Company is determined to continue driving the facility forward with a focus on modern business strategies and technology to further enhance its standing within the Mediterranean region and beyond.

Transport Malta’s 2021 Fuq il-Baħar, Moħħok Hemm -

Safety at Sea educational campaign launched

Peter Paul Barbara and Rudolph Muscat

“Fuq il-Baħar, Moħħok Hemm” is the theme for the 2022 Safety at Sea Educational Campaign, which was launched on 4th June by Minister for Transport, Infrastructure and Capital Projects, Hon. Dr Aaron Farrugia.

This is the 12th edition of the campaign since Transport Malta was set up, with the main objective to enhance caution both for swimmers but even more so for those who use seacraft, especially sport and leisure craft, as well as other vessels. This is for the simple reason that during the summer months, more swimmers and divers frequent our beaches.

This campaign is one of two main educational campaigns which are organised on a yearly basis by Transport Malta, the other being the “Don’t Drink and Drive Campaign” carried out in December and intended to minimise traffic accidents during the festive season.

During the launch of this year’s campaign, Minister Farrugia made it a point to cite the importance of promoting tolerance and respect at sea as well as on the beaches around the coast.

Similar to safety on the roads, the same importance and priority must be given to user behaviour at sea. He reiterated that, “Education by itself is not enough, and it is the duty and responsibility of everyone that responsible and informed decisions as well as choices are made, so that during the summer months the maritime environment will be a safe one to the extent that it can be enjoyed by many”. He said that people frequenting the beaches and swimmers have the right to enjoy our beaches without any fear, and as the swimming season intensifies, more locals and tourists will visit the many beaches found around our coast.

The Minister thanked Transport Malta and its various directorates for doing their best so that our seas are kept safe, most particularly the enforcement officers that spend long hours out at sea away from their families to make sure of this. He said that although the Government is committed to working on all levels so that the level of safety and security continues

to improve, it is important that everyone acts responsibly and shows respect towards others, both on land as well as at sea.

Director within the Enforcement Directorate, Mr Patrick Pollacco also addressed the launch of the Campaign. He said that TM enforces over 50 swimming zones reserved for swimmers, but the swimmer also has to do their part to avoid areas where boats and other seacraft are being used, and hence must avoid fairways, waterways, slipways and quays, and other areas where boats and watercraft are being used, to avoid unnecessary accidents. He said that seafarers must be careful and follow the regulations and they must be responsible for themselves, their passengers, swimmers as well as towards other seacraft which might be in the vicinity.

This year’s campaign focuses on twelve main principles:

1. The use of life jackets

A life jacket is an important piece of equipment to be carried in any seaborne vessel, as it might save lives especially if there are passengers who do not know how to swim or in circumstances where there are sudden changes in weather conditions.

2. The proper use of malls and slipways

Slipways are to be used strictly to lower boats in the sea or to retrieve them, and hence they should be accessible for this purpose at all times. All vehicles should be removed once a boat is lowered into the sea, so that the slipway is kept clear for others. Swimmers are being encouraged not to swim in the vicinity of slipways, both for their own safety as well as to keep the slipways accessible to boats at all times.

3. Notices to Mariners

Sea mariners are always advised to check out the latest “notices to mariners” issued from time to time by Transport Malta before going out at sea.

4. Fairways

Fairways used by vessels are to be kept clear at all times.

5. Waste management at sea

A strong appeal is being made to not litter our beaches. Waste should be disposed of properly,

and nothing is to be disposed of into the sea, especially material which is not biodegradable. An appeal is being made so that waste is taken back home and separated accordingly and as required. This appeal is made in a bid to contribute towards the upkeep of our environment, especially our seas.

6. Playing music at sea

Music out at sea should not be played loudly. While it is acceptable to play music loudly enough to be enjoyed by those listening to it on and around the seacraft, it should not be a nuisance to others.

7. Excessive velocity

Over speeding at sea (similar to over speeding on our roads) may result in dire consequences, both for the those who captain the vessels or seacraft, and moreso to third parties, especially swimmers or other seacraft. The fine for over speeding is €600 together with a licence suspension for 12 months.

8. The proper use of swimmer designated zones

Designated swimmer zones are specifically designated for swimmers, as their name

suggests, and the responsibility here lies for both swimmers and seacraft. This means that swimmers should not swim beyond the confines of the swimming zone, mostly for their own safety, while boats and seacraft are not to drive their boats or seacraft within the confines of the dedicated zones.

9. Mooring of boats

Boats are to be moored to their respective moorings.

10. The transportation of boats on a carriage

When transporting a boat on a carriage by road,

especially when towed, care must be taken that the boat is well secured and the carriage or carrier is in good running order, also making sure that it can withstand the weight of the boat. For the transport of larger vessels, a motorised escort is advisable.

11. The proper use of kill chord

A kill cord is coiled in its design to allow the driver the natural movement required when helming a boat. Should the driver move away or be thrown from the helm position, the kill cord will detach from the console and the engine will stop.

12. The cleaning of boats.

Cleaning of boats is to be done in designated areas where available, and detergents should not be disposed of at sea.

Introduction to the Campaign

The Safety at Sea Campaigns have been organised annually since 2003, before TM came into being, that is during the time when the Malta Maritime Authority was still in its infancy. Once Transport Malta was set up in 2010, the campaign’s tradition was carried forward by the Authority.

The promotion of safety at sea and the overseeing of the safety of navigation within our territorial waters is one of the main responsibilities of Transport Malta, particularly that of the Maritime Enforcement Department (MED) with the Enforcement Directorate as well as the Ports and Yachting Directorate.

During the last few years, it became clear that water-related activities over the summer months had increased dramatically, and this is evident by

the number of boats that were being registered with the Authority and which, in turn, led the Authority to heavily invest in both human resources as well as in its assets.

Between 2021 and 2022, Transport Malta has invested considerably in the assets of the MED, with the commissioning of five large RHIBs, two of which are full cabin with basic amenities being provided on board. Each RHIB is stationed in assigned zones around the coast, including the Northern Zone, the Southern Zone and the Central Zone, as well as at the Blue Lagoon in Comino. Another RHIB is responsible for the coast around Gozo. The new RHIBs have been important additional assets to the department, as they have basic amenities on board which facilitate the work of the Enforcement Officers and which enable them to stay out at sea even longer, plus the fact that the vessels also withstand rough seas, which enables them to go out further distances.

Over and above the additional assets, over the past two years the staff complement engaged with the Maritime Enforcement Department has been increased to 25 officers, who periodically undergo training and courses.

The MED is also involved in the development and implementation of putting in place measures to improve the organisation of Malta’s popular bays and beaches, but above all the MED makes sure that boat users, whether private or commercial, comply with the relevant legislation, procedures and regulations, thus ensuring compliance, with a greater emphasis on navigational and on-board safety.

During the peak summer months, the MED increases its patrols and inspections to ensure that safety is maintained as much as possible, with such work being carried out even after sunset. Patrols are usually carried out in the busiest areas, including the North area, the Blue Lagoon, Għadira Bay and il-Ħofriet limits of Delimara, among other popular swimming zones.

Demand for additional patrols and inspections has increased over the last three years, especially since the onset of Covid-19, when a number of people decided to invest in boats while travel abroad was restricted.

The Maritime Enforcement Department has a number of obligations, including the enforcement of speed limits of vessels, especially around beaches and along the coast, including inside Maltese harbours, where speed limits are denoted by means of specific buoys. The Department ensures that these buoys are correctly placed, as are the ropes identifying the respective swimming zones, which are maintained by the Maintenance Department of Transport Malta.

Additional responsibilities carried out by the Department’s Officers are random checks and inspections on vessels to ensure that boatowners have their documents at hand and that everything is in order. The Officials out on patrol keep close contact with the Authority’s Maritime Control Centre, which on its part gives any required information to Officers on the validity and upkeep of such documents.

Safety at Sea

The MED continuously steps up its efforts year after year, in a bid to carry out its regulatory and enforcement duties, thus ensuring compliance with the rules and regulations, with a greater emphasis on navigational and on-board safety. The Maritime Enforcement Department works with all of its stakeholders as well as the maritime community to foster and develop a strong maritime safety culture, whilst enhancing communication and information sharing, thus improving the safe passage of vessels. Such information campaigns are important for this aspect and are a means to promote safety at sea.

Enhancing safety at sea and fines

Each boat owner that operates a vessel equipped with a motor of 30hp and over has to undergo training to obtain their nautical license, and a part of this training covers areas related to safety. It is imperative that mariners see that they have all the documents on their vessels, as this can be very costly. MED carries out enforcement of the regulations and applies issuance of warnings and fines.

If a person is handed two warnings, especially on the same issue, such as over-speeding, a fine is issued, because everything is recorded in Transport Malta’s database. Fines at sea are very expensive when

compared to the fines in place for land transport. For example, a fine for over-speeding is €600 together with a suspended licence for 12 months.

The Safety at Sea Campaign

The aim of the campaign is to use various approaches in reaching out to various stakeholders, including the general public, with a number of messages relating to safety at sea, as well as a step up in enforcement on a number of popular beaches to ensure that regulations are observed.

The human element remains a critical factor in maritime safety aspects and is a major element in most of the incidents at sea which occur around the islands. As in previous years, this year, Transport Malta has continued to focus on the basic principles of safety at sea to raise safety standards, promote safe practices at sea, and instil the ‘safety mindset’ that one should have within the maritime community. Everyone has a part to play in raising safety standards.

This begins from the very basic principle that every boat, no matter how big or small it is, must have a skipper. The skipper is legally responsible for the safety of the boat and the people on board. The skipper is also responsible for complying with the relevant rules and regulations in force.

Before a person commences any boating activity, apart from the required nautical licence to operate vessels with a speed of 30hp or more, the authority recommends that everyone should enhance their knowledge by undertaking a higher boating education course, like the ‘Day Skipper’ or ‘Boat Master’ courses, so one can better understand and familiarise oneself with the ‘rules of the road’ on the water and have an appreciation of boat safety and best practices expected and required.

Below we are re-publishing important notes and guidelines which were already published in last year’s T-21 edition for the benefit of readers who missed it, as we feel these will contribute to the safety and wellbeing of those who follow them.

Tips on boat and vessel safety

What to do to be safe at sea:

• Before leaving the shore, check the weather forecast, including the general conditions for the whole day.

• Ensure that the boat is seaworthy and well equipped with the necessary equipment before departing.

• Make sure to have local knowledge about the hazards one can encounter at sea.

• Inform others about the trip to be undertaken, with information on the destination as well as the date and time of return to shore.

• Consumption of alcohol when out at sea should be avoided, and the skipper is strictly forbidden from consuming alcohol.

• The boat or vessel should never be overloaded. Secure any heavy objects low and along the centreline.

• A life jacket for each person on board must be available on the boat, and ideally it should be worn at all times.

• Equipment on board: anchor, bailer, spare fuel, torch, warm clothing, or blankets.

• Ideally have two means of communication that work even when wet, such as VHF radio, flares, and a cell phone in a plastic bag.

• Guard against fire.

• Knowledge of the collision prevention rules and local regulations

• The availability of necessary documentation.

Safety Equipment and other important information to know

Small ships should be equipped with safety equipment, and the following is the recommended equipment and safety gear. It is the responsibility of the Master (person in charge) of the boat to ensure that there is appropriate lifesaving equipment easily accessible on board, and that everyone knows how to wear and use this equipment.

• Personal floating devices (PFD) for all persons on board including children, plus an extra of each type (that is, one for adults and one for children)

• Fire extinguishers of the appropriate size and type on all boats equipped with an engine

• Waterproof First Aid Kit and waterproof flashlight

• Life raft or dinghy

• VHF Radio

• Fixed or handheld GPS

• Visual distress signals (minimum 1 orange smoke and 1 red flare)

• Bucket, bailer, or bilge pump

Ensure that all equipment is within its expiry date.

Checking the Weather Before

With the boating season well and truly underway, and hopefully the best boating conditions for the season still to come, it is important to remind you to check the weather before heading out for a day at sea.

It can’t be emphasised enough how important it is to check the marine weather forecast as part of your trip preparation, no matter what time of year, how far from the shore you’ll venture, or how long you intend to stay out.

The breeze can change quite dramatically, especially in the summer, when a strong afternoon sea breeze can change conditions immediately.

Safety Recommendations

Respect speed limits

To ensure safety at sea, Transport Malta has established different speed limits within the Maltese Territorial Waters. Mariners are obliged to know and observe these limits. It is advisable to keep speed at 10 knots when 300 metres away from sandy beaches or 200 metres away from rocky beaches, coasts, and ports. Speed should be limited to 3 knots in marinas, yachting centres, and near mooring and speedboat lanes. Moreover, it is pertinent to point out that no skiing is permitted within the ports and their approaches.

Navigating the seas

Whoever wishes to navigate and drive a boat must ensure that they are in possession of a valid nautical licence should the boat be equipped with an engine of 30hp or larger. A valid certificate of insurance and boat’s certificate of registration should also be on board the same vessel.

Float Plan

Navigators should develop an emergency procedure and a float plan. A float plan should include details of the scheduled trip with dates and times of boat launch. First, one should describe the intended itinerary in detail and provide multiple points of contact for those aboard, including cell phone numbers, VHF radio (if available), and even home addresses.

One should focus on key places and times when to check in or when one plans to return. Planning is important, and details such as when and where to meet, type of weather, and so on, should be included in the plan. Other important details such as boat description, what will be done by the boat operator if the trip is changed or delayed, and emergency equipment on board, should be included.

Alcohol

Drinking alcohol may impair both one’s judgment as well as the ability to control the craft. No mechanically driven craft can be driven in a dangerous or reckless manner or under the influence of alcohol. One must keep in mind that alcohol remains in the bloodstream for up to 14 hours.

Watch

One is to keep a good lookout and proceed with a safe speed at all times. Careful watch for other boats, divers, and swimmers should be kept at all times and the speed should be adapted for any particular circumstance. Reefs and shallow waters are to be given a wide berth. Use common sense and discretion.

Diving and snorkelling

Diving has become one of the major attractions in summer and many tourists come to Malta specifically for that purpose. It is therefore important to remind enthusiasts and professional divers to follow the basic rules when diving into the sea. It is the responsibility of professional diving teachers to assess the hazards of a dive site and inform the divers of the hazards, brief divers on the layout and points of interest of a dive site, suggest routes for a dive at a specific site for autonomous divers, and check divers into and out of the water from a boat or shore entry point.

Scuba Diving comes with rules to keep you safe. As a general rule, one must never go diving without being accompanied by at least one other person. One must equalize early and often while descending and never go deeper than one can comfortably equalize. Ascend slowly from every dive and make safety stops. Continuously monitor depth, time, and pressure. Common accidents happen when you run out of air at depth, so better be safe.

Navigational safety procedures

Navigational lights must be used if the craft is operated between sunset and sunrise or in reduced visibility conditions.

Emergency contacts and equipment

Who should you call in case of an emergency? Is the right equipment available? Access to everything one needs to know in case of an emergency whilst out at sea or within the coast, is a must. No matter if one is walking along the coast, angling from rocks, out on a kayak, or sailing further out at sea, having the means to call for help in an emergency can mean the difference between life and death.

Mariners are reminded that a mobile phone does not replace the need for a VHF marine radio on board, as a call for assistance via the radio in an emergency at sea is more reliable and effective. A call on a mobile phone is a one-to-one contact, whereas a call from the marine radio will reach and alert more listeners on the dedicated frequencies.

If one ends up in an emergency or spots someone else in trouble, 112 is to be contacted immediately to ask for assistance. With all water related activities, TM strongly encourages that one takes a means of communication that is most suitable for the respective activity in case of any help required. TM advises that one should make sure that they are familiar with equipment in terms of use, and that it is always kept within reach.

If one is on the coast or taking part in an inshore activity, such as kayaking, then a mobile phone may suffice to call for help. One should ensure that the

phone is fully charged before heading out and might want to take a portable charger.

Mobile phone

•

Keep the mobile phone in a waterproof pouch. The phone should be carried on the person so it’s within easy reach – it’s no use if one can’t reach it.

•

Smart phones can provide a location, but emergency calls should be made by voice (call 112 and ask for the Police).

• Even if the phone shows no service, 112 should be called anyway as in an emergency the phone will be able to use another phone network. Please note that with some devices, repeatedly pressing the power button can activate an emergency call with your location.

Personal Locator Beacon (PLB)

PLBs use search and rescue satellites to send a message to the Armed Forces of Malta that clearly indicates that one is in trouble. The AFM then sends search and rescue assets out to the GPS position given by the PLB.

Automatic Identification System (AIS)

AIS devices use VHF frequencies to transmit their location, which can be picked by all AIS receiving stations within range, including commercial ships and other leisure vessels. The device does give a location but isn’t the recognised way of calling for help. AIS devices have a range of up to 5 nautical miles in open waters.

If one falls overboard, especially in the dark, it gives the crew the power to find the person quickly. When that AIS device goes off, everybody in the vicinity (around 5 miles in open water) who has an AIS receiver onboard will be able to locate you.

Marine VHF Radio

A VHF radio should always be available and used responsibly. Mobile phone network coverage is not always available whilst out at sea, and it is therefore highly recommended that a VHF radio is kept on board to be used in cases of emergency.

Handheld VHF/DSC (Very High Frequency/ Digital Selective Calling)

• If possible, one should purchase a DSCequipped radio (some are not). A DSC distress alert is a recognised emergency signal, and it also transmits your location.

• A distress alert signal should be sent, followed by a mayday voice call on Channel 16. This communicates the distress message to all vessels and shore stations in range.

• It requires an operator’s licence, a ship’s portable radio or ship’s radio, and a Maritime Mobile Service Identity (MMSI) number, which comes with the radio licence.

Maritime Enforcement Officers’ involvement

The Maritime Enforcement Unit carries out its duties both from ashore and from onboard RHIBs at sea. One of the primary roles of the department is to manage the day-to-day functions of the control room on a 24/7 basis, continuous monitoring, review, and response to security incidents seen via the CCTV cameras, and ensuring that operations are run in accordance with the Code of Practice and the Authority for Transport in Malta procedures Manual.

Some of the main tasks that these officers perform daily are seaborne patrols at beaches, bays, ports, and on the territorial waters. They inspect commercial vessels and pleasure yachts by looking for the validity of the boat registration and related documentation. The Maritime Enforcement Unit’s objective is to educate and instil discipline in people out at sea. It is more important for the team to acquire trust and confidence from the general public, who should be aware that our local enforcement is there to assist and make sure that the Maltese coast and sea are safe and good order prevails.

In cases of infringements and contravention of the law and local regulations, these officers can issue citations and take legal action as required. Furthermore, they may also coordinate marine-related activities by enforcing the applicable regulations, such as the prevention of illegal mooring, and obstruction of slipways and landing places, and enforce Notices to Mariners.

Safety and Pollution Prevention

Transport Malta encourages all individual boat owners to make efforts towards a better environment, to become part of one unified network and respect a number of environmentally friendly rules and be proud lovers of the sea and our coastline.

Boat owners must protect the environment and the sea and be responsible for their actions. Rules to follow for private boat owners whilst out at sea must be imprinted in the mind of those out at sea. Transport Malta encourages people not to throw garbage into the sea or along the coast, not to release toilet water in coastal waters and sensitive areas, not to release poisonous or toxic items (oil, paint, used batteries, cleaning agents) into the sea, and therefore deliver these types of waste to the containers in the marina.

People should instead promote and use recycling facilities (glass, paper), use the most environmentally friendly products that are available, and work efficiently, and instantly report pollution or other violations of environmental regulations to the authorities. The Authority would like to see more people who are aware of their surroundings, protect animals and plants in the sea, including no disturbance of breeding birds or other marine mammals, protect vulnerable and nature-protected areas, and avoid damaging the sea floor.

Our behaviour should inspire and encourage other boat users to take care of the environment and respect the surrounding areas, avoid loud music, and be more prudent and courteous.

The Maritime Enforcement Unit will continue to develop a safety framework to improve good practices and spearhead the drive for safety at sea among the community to ensure the sustainability of safety efforts.

Reviving back transport history with the traditional Maltese Bus

Peter Paul Barbara

Director Special Projects Office of the Deputy CEO and COO

T-21 recently met with Mr Manuel Cutajar, CEO of Vintage Bus City Tours to discuss the new service, mostly intended for tourists who want to experience the old Maltese Bus that used to make up our national bus transport system for almost half a century.

1. What is the service called and for how long has the service been operational?

The service is called the Vintage Bus City Tour and has been operational since December 2020, but due to Covid, the service started very quietly, especially due to the fact that the number of tourists visiting the island during the early months of the pandemic was almost negligible.

2. With residents having a scheduled national bus service to make use of, I am assuming that the Vintage Bus Service is only intended for tourists, or do residents still make use of it as a means of transport? How do you consider your relationship with MPT?

Correct, it is fair to say that whilst the tours are primarily aimed at tourists, actually anyone can make use of the tour to the extent that we now even have an arrangement drawn up with Malta Public Transport that allows certain Tallinja cards to be used to pay for one-way trips. We have a good working relationship with MPT. MPT direct clients to us, mostly tourists who ask whether they can experience the old Maltese Bus.

3. This is all very interesting, so is there is standard fee in place to make use of the service?

Yes. We have two price regimes, one for adults and one for children. The ticket for an adult costs either €2.50 (one way) or €4.50 for a day ticket, which is more advantageous for those who want to make use of the service throughout the day, considering that one can board our buses as many times as one likes while the ticket is valid. The cost for a child is €1,50 one way and €3.00 for a day ticket, On Sundays, when both tours are running, the day ticket allows travel on both tours at no extra cost

4. I understand that the service is run daily from City Gate, outside Valletta. Do all trips end up at City Gate again?

Yes, both tours start from Putirjal, City Gate. Passengers can either make a one-way trip, remain on the bus and continue back to Putirjal, or get off and catch a later trip (hop-on-hop-off).

The Sliema/St. Julian’s tour runs daily every two hours, from 09:00 to 17:00 from Valletta and from 09:45 to 17:45 from Pembroke. On Saturday evenings, we also run two extra round trips at 18:30 and 20:00 from Valletta and at 19:00 and 20:30 from Pembroke.

With respect to the second Marsaxlokk tour, only on Sundays, the tour runs every 30 minutes using two buses. Trips leave Valletta from 10:00 through to 15:00, returning from Marsaxlokk between 10:30 and 15:30.

5. What routes are on offer to users? What are the destinations?  I believe that this is a round trip with no stops, but all routes start from Valletta and stop only at the destination. Is this correct?

The main daily tour runs from Valletta, first doing a circumnavigation of the Valletta peninsula to give passengers views of both harbours. The bus then runs through Msida, Gżira, Sliema, Tower Road to St. Julian’s. Here the bus does a circular route through Pembroke (where the bus will wait for its scheduled departure time if it is early), drive down to St. George’s Bay and back to St. Julian’s before travelling back through Sliema to Valletta.

Depending on traffic, a typical round trip will take around 90 minutes. As well as the main Valletta stop, we also have pick-up and dropoff points at several locations along the route,

including the main hop-on-hop-off stops such as Sliema Ferries, Spinola Bay, Pembroke (close to the Radisson Blu and Corinthia hotels), St. George’s Bay and outside the Dragonara Hotel.

The second route is that of Marsaxlokk and is only offered on Sunday. It has two main stops – City Gate, Putirjal and Marsaxlokk, close to the southern end of the harbour, near the football ground. Most passengers spend time in Marsaxlokk before catching our bus back.

We were also running a third route to Mosta, but this route has been suspended for now.

6. I understand that there are 7 operational buses. Are these owned by different owners or by the operating company/garage?

There are currently five partners in VBCT, each

owning one or two operational buses. Some also have other buses currently being restored which will eventually join the fleet. The buses are also used for corporate and wedding hires as well as VBCT tours.

We also run another service but using what are classified as Heritage Buses, which fall under a different era than the vintage bus service. We only use this for customers requesting such buses for activities, including weddings, corporate functions and others.

7. I noticed that on the bus, a town or village name is indicated, for example Żabbar. Does this mean that that bus goes to Żabbar? Or is the name just there to depict the colour of the bus? Is it fair to say that the name depicted on the form of the bus indicates the original bus colour code?

Up to 1973, each local bus route (or group of routes) had its own route livery, (that is different colour codes per group of routes). Our buses are being restored into these various original liveries.

The following are some facts about our buses:

‘Bedford’ 144 – the two-tone brown and white of the combined Mosta & Naxxar route Thames 399 – the two green livery of the Sliema group of routes

Thames 537 – the yellow, orange and white used up until July 2011 – this in turn was based on the pre-1973 livery used on the Żebbuġ & Siġġiewi combined route

Thames 596 – the orange and white of the Żurrieq group of routes

‘Bedford’ 676 - the two green livery of the Sliema group of routes

Thames 732 – the red/blue livery of the Żabbar route

Austin 003 - the light green livery loosely based on the old Cospicua livery, that then was used on all route buses between 1975 and 1995

8. Did the 7 buses operate on the route that the colour symbolised? For example did the Bus with Żabbar name on it operate on the Żabbar route?

In some cases, yes, in others no (for example 90% of the Thames buses were allocated to the Sliema route, and while 596 and 732 would have been in that colour too when new, there was at least one Thames on most of the routes, and 596 and 732 have been painted to reflect this.

9. How were the 7 buses selected?

Currently, to obtain an “XY” licence plate, buses need to have the “normal control” layout (i.e., bonneted, the engine placed out the front of the bus). These are the 7 operational buses that currently meet that requirement.

10. Are there plans to introduce more buses to the service?

As mentioned above, more buses are currently being restored. For example, a 1950 Commer, painted in the brown, yellow and white of the old Naxxar livery (which it carried between circa 1950 and 1964) will hopefully be ready during the summer.

11. I understand that there was great restoration work done on these buses. Correct? Have the engines been restored or have new cleaner engines been installed?

Full restoration of each bus takes 18-24 months, depending on how much work needs to be done. As well as the bodywork being fully restored, the brakes, suspension and electrics are brought up to modern standards. To meet modern “Euro 6” emissions standards, each bus has been fitted with a “dual-fuel” system (HDDF) that uses both diesel and LPG (liquid petroleum gas). The mixing of the two fuels makes the buses as clean as any modern low-floor diesel bus today.

12. Can you please provide the year for each bus that has entered into operation (historical) and the make/model of each bus?

See the histories for each bus in Annex A.

13. Historically, were these buses built in Malta? Was the chassis imported or built here?

Traditionally, up until 1980 the chassis of most Maltese buses were imported (either new or second hand), mostly from the UK, but a good number before WW2 came from manufacturers based in the USA & Canada. From the 1960s some chassis were assembled locally using frames made in the Dockyard and then assembled using parts from various sources.

The bodywork on Malta’s traditional buses had to be built in Malta. Over the years, around 20 individuals are known to have built bus bodies, sometimes just one or two, sometimes hundreds. The most prolific builders of buses were the Aquilina family from Paola, the Barbara family from Mqabba but with a workshop in Luqa, and the Brincat family.

Most of the Maltese bus builders either started as carpenters, or that was their main commercial concern, and the buses were a

side-line. This is because most of the body frames used to be made of wood. Some of the earliest bus builders in the 1920s actually started off by building horse drawn carts and carriages.

14. What year was it when the colour coded buses stopped being colour coded and all buses had one colour? I am assuming that this was done to increase the efficiency of the service and to give flexibility for operations to use different buses on specific routes according to the demand.

Prior to 1931, buses could be whatever colour they wanted. In 1931, as part of a process of regulating the bus industry, The Traffic Control Board introduced the route liveries, some of which were tweaked in the early years, but by the start of World War II had settled down into the well-known colours.

In Autumn of 1973, the routes were grouped into three groups based on geography. They used three of the existing liveries – the light green of the Cospicua group of routes, the red of the Birkirkara route and the white with blue band used on the Mellieħa group of routes.

In 1975 every bus was painted light green. The exact shade morphed slightly over the years, but in 1995 everything then went yellow and orange. The grouping of everything in theory meant things were more efficient to run with a “dayon-day-off” roster being introduced, though owners were allowed to swap duties so that (for example) a Marsaxlokk based driver did not need to get his bus to Mellieħa to start service at 05:00.

The following table provides some historical details on each bus, that is; the route on which the bus operated, entry into service, bus builder, the lifetime of the service, whether the respective buses changed routes and the livery which they were painted in.

REGISTRATION - PXY 399

Chassis make - Thames ET7 Chassis new - 1953 Body make - Joseph Scerri of Ħamrun Body new - 1953

Livery carried now - Sliema group of routes two-tone green and white.

REGISTRATION - EXY 537

Chassis make - Thames ET7 Chassis new - 1953 Body make - Joseph Micallef of Rabat Body new - 1953

Livery carried now - the yellow & orange used up to 2011 (itself based on the old Żebbuġ-Siġġiewi combined livery used from c. 1964 to 1973)

Notes - The last normal control route bus in service. New as 2501 on the Sliema route, it remained in use until the demise of the old buses in early July 2011.

REGISTRATION - ZXY 596

REGISTRATION - BXY 144

Chassis make - Bedford Body make - Joseph Xuereb of Mqabba Body new - 1951

Livery carried now - two-tone brown & white used by the combined Mosta & Naxxar routes from c. 1964 to 1973.

Chassis make - Thames ET7 Chassis new - 1953 Body make - Michael Barbara of Luqa Body new - 1953

Livery carried now - the orange Żurrieq group of routes livery.

REGISTRATION - ZXY 676

Chassis make - Bedford

Chassis new - 1950

Body make - Sultana Brothers of Sliema (though later rebuilt)

Body new - 1955

Livery carried now - Sliema group of routes two-tone green.

REGISTRATION - LXY 003

Chassis make - Austin CXB

Chassis new - 1950

Body make - Unknown Body new - 1950

Livery carried now - light green loosely based on the Cospicua group of routes, and that used by all route buses from 1975 to 1995.

REGISTRATION - FXY 732

Chassis make - Thames ET7

Chassis new - 1952

Body make - Michael Barbara of Luqa

Body new - 1952

Livery carried now - the red and blue Żabbar route livery

The Maltese Aviation Sector Flying High

Cementing Malta’s position as an International Aviation Hub

Peter Paul Barbara

During the last couple of months, four important developments in the Maltese aviation sector were reported, both on national and international media, including the Financial Times. These developments will add on to Malta’s standing and reputation as an international aviation hub. Speaking with T-21, Director General for Civil Aviation and Chief Officer of the Civil Aviation Directorate within Transport Malta, Capt. Charles Pace said, that these latest developments and the 670 aircraft currently registered on Malta’s 9H register are a clear indication that Malta is an ideal jurisdiction for aviation.

Wizz Air to start flying Malta-registered aircraft from October 2022

The first development comes from Wizz Air Malta, who has applied for an Air Operator Certificate and will register several aircraft in Malta, with the aim of starting operations in October 2022. This is

considered part of a strategic move by Wizz Air.

Wizz Air is one of Europe’s fastest growing ultra-lowcost airlines and one of the most sustainable.

The new airline will be called ‘Wizz Air Malta’ and is set to be launched in October. It will fly Maltese-

registered aircraft, following in the footsteps of Wizz’s other subsidiaries in Abu Dhabi and the UK.

Last May, the company said that, based on the ‘Arrangement on Reallocation of Responsibility’ document signed between the European Union Aviation Safety Agency (“EASA”) and the Malta Civil

Aviation Directorate (“CAD”), it intends to file an application for its Maltese subsidiary to be granted an Air Operator Certificate (“AOC”) with EASA and an Operating Licence (“OL”) with the Civil Aviation Directorate. The aim of the company is to start its operations as from October of this year with Maltaregistered aircraft, which will further strengthen

the Maltese 9H aircraft register. This development took place following long discussions with the Civil Aviation Directorate within Transport Malta, spearheaded by the Director General for Civil Aviation, Capt. Charles Pace.

Commenting on this development, Minister for Transport, Infrastructure and Capital Projects, Dr Aaron Farrugia said that is a “clear indication that Malta is becoming a preferred jurisdiction in the aviation industry”. Minister Farrugia said that this development will have a positive impact on the Maltese economy, including the creation of new job opportunities in the sector.

Wizz Air Chief Executive Officer József Váradi was reported saying that “the airline is constantly evaluating its business structure and exploring options to establish new AOCs and bases in Europe and beyond”.

Mr. Varadi said that “the successful establishment of Wizz Air Malta later this year will help to reinforce our strong position and support our expansion plans in Europe. We look forward to working with EASA and the Maltese CAD to take this application forward.”

Lufthansa’s Eurowings to set up a Maltabased company

The Wizz Air announcement follows previous developments, when in February of this year Lufthansa’s Eurowings Europe said that it will establish a company based in Malta, and Ryanair subsidiaries Malta Air and Lauda Europe are establishing themselves on the island.

Ryanair to set up a €20 million Maintenance and Repairs Hub in Malta

Another important announcement was that Ryanair is planning to set up a maintenance and repairs hub in Malta, following an agreement with the government through which it is expected to create about 250 new job opportunities in Malta, signaling a vote of confidence by Ryanair in the country. The expected new jobs will mean an increase of 25% over the current workforce employed in such facilities.

This project is already underway, as Ryanair has already been allocated with a hangar for its use at the Malta International Airport, while another area

which remains to be identified will be assigned to Ryanair to build another hangar. This will be the fourth Maintenance and Repair Hub facility to be set up in Malta, following Lufthansa, SRT Malta and Medavia, and will be the 12th MRO facility that Ryanair has in Europe.

Ryanair’s Maintenance Repair and Overhaul Facility in Malta means that the airline will continue to expand its Malta operations.

Ryanair’s Eddie Wilson said operations will start in October with one maintenance bay and employing 20 people. The project will eventually grow to employ 250 and accommodate four bays.

This new investment will continue to boost Malta’s reputation in the MRO sector..

Malta-based company plans long-range drone cargo flights

Another important development registered earlier this year was by Dronamics, which is planning its first commercial flight with its Black Swan aircraft later this year after obtaining a Maltese licence to operate the first ever cargo drone for the European market The company’s announcement said that Malta will serve as a hub for cargo transport by drone after aviation authorities granted Dronamics an operational licence, the first of its kind in Europe.

The Light UAS Operator Certificate (LUC) is the highest authorisation currently achievable under European drone operations and the first one issued in the EU for middle-mile cargo operations.

The authorisation granted by the Civil Aviation Directorate within Transport Malta will allow Dronamics to self-authorise flight operations across EU countries with its first flight scheduled to take place to Italy.

Director General for Civil Aviation, Capt. Charles Pace hailed the work carried out by the CAD’s Inspectors for the diligent work they carried out, and which is proof of TM’s belief in new technologies and innovation.

The Black Swan aircraft can carry up to 350kg at a distance of up to 2,500km. Dronamics says that the

Black Swan will transform supply chains by making transportation more efficient, leading to cost, time and carbon emission savings.

Dronamics is the first cargo drone company to secure this licence by the Maltese authorities and will be able to carry out Beyond Visual Line Of Sight (BVLOS) operations. The licensing of Dronamics falls

within the scope of Transport Malta’s aim to promote aviation innovation by supporting unmanned aircraft systems of this type.

Going Electric?

Peter Paul Barbara

On 21st January 2020, Malta Public Transport launched its first fully electric bus as a pilot project in an initiative together with Transport Malta and Slovenia-based bus manufacturer TAM-Europe. This was the first pilot project ever undertaken by Malta Public Transport using a fully electric bus on a number of defined public transport routes.

The VERO 9 model was in service for a trial period to gauge efficiency and adaptability on Malta’s road terrain, which offers a unique environment to run such pilot projects and test in real-world conditions. The pilot project examined the adaptability of similar new technologies in a geographical space and population similar to a mid-sized European city, but diverse as far as geological terrains and climates are concerned, with short and long routes, and short bus-stop-to-bus-stop distances.

Fast forward to April of this year, where MPT unveiled a second project, this time deploying two larger fully electric buses which are currently being operated as part of the scheduled public transport fleet, one in Malta and one in Gozo.

Transport Malta, as evidently shown in the first Malta National Electromobility Action Plan published back in December 2013 by TM, maintains that electromobility should also be implemented and used for public transport, especially given the short distances in Malta and Gozo. In fact, one of the

actions indicated in that action plan was precisely a pilot project to test the newly upcoming electric buses on the market, which at that time, one must say, were still very much in development.

Having MPT investing in such technology and contributing towards environmental sustainability is a great feat in itself, especially when considering the high capital costs required, as well as the fact that MPT operates one of the youngest public transport bus fleets in Europe.  In fact, the investment to deploy these last two electric buses cost the company around €1 million, which is significant when considering that only two buses have been deployed.

T-21 caught up with Malta Public Transport General Manager Mr Konrad Pulé to discuss the experiences and results achieved so far using fully electric buses on their busy bus route network.

1. What is different between the first pilot project and the second one, launched this April?

The first pilot project was held in 2020 and we used a prototype bus. This means that the manufacturer was testing this model in different countries to experience a wide range of environments. On the other hand, the two buses that were put in service in April this year are a result of extensive manufacturer experience and the involvement of our technical team from our headquarters to design electric buses with specifications that are adequate for Malta.

2. Has the VERO Bus has been returned to TAM or is it still being used as part of the MPT Fleet?

Yes, the pilot project with the TAM prototype electric bus has been concluded. This project was very important for us to learn about the effect of electric buses on operations, drivers, logistics, engineering, and maintenance.

This was the first electric bus to be driven on Maltese roads, so we could observe its performance and how this varied under different conditions, such as during traffic, lower and higher speeds, or while travelling along steep hills. We were also able to observe how the electric bus operated under different temperature conditions and how the use of air-conditioning affected battery consumption. Another important observation during the pilot project was how the electric bus performed on routes with frequent stops, given the short distance between bus stops that is very particular to our country.

It also allowed our technical and maintenance teams to gain first-hand experience with daily issues that may occur when operating electric buses. Overall, the pilot project was instrumental in allowing us to gain knowledge and identify local challenges related to electric buses.

3. Is it safe to assume that MPT decided to invest almost €1 million on the second pilot, based on data gathered from the first pilot project?

Our investment in the two new electric buses was a natural next step that is allowing us to gain more first-hand experience. Through this investment we are learning more about electric buses and how to adapt our operation in preparation for the replacement of 120 of our buses in the coming three years through the commitment made in the Recovery and Resilience Fund in collaboration with the Authority for Transport in Malta and other stakeholders.

4. If you can share, what was the experience of the first pilot, in terms of efficiency, battery range and reliability?

The first pilot project was a positive experience because of the learning opportunities it provided. Efficiency, battery range and reliability

varied as these depended on a number of factors, and we experienced different results on different routes and under different conditions.

5. What about the user experience, from both passengers and drivers? And what about running/maintenance costs?

Throughout the project, surveys were held both with passengers and with bus drivers in order to receive feedback about their experience. It is important for us to understand user experience and we were happy to note that the feedback was very positive.

With reference to maintenance, this was also positive, although with pilot projects and prototypes, it is understandable that maintenance will not be as routine as it would be with a more advanced model. We expect this to be different with the two new buses that we have put in service, and we are working closely with the technical representatives of the

manufacturer to monitor performance on a daily basis.

6. What is the current user experience as far as the second ebus project is concerned?

During the first month of operation, we carried 22,000 passengers on our two new electric buses. The feedback has once again been positive, both from our bus drivers and from our passengers. In fact, some passengers have also posted positive comments on social media praising their experience on the electric buses.

Our bus drivers are also telling us that they are very satisfied with these electric buses. They mentioned the comfortable driving experience, the available power to go uphill and accelerate safely, and the overall smoother rides given the reduction in noise and vibrations. Bus drivers also had positive reviews on the braking system, especially when going downhill, and the sensors and cameras inside the buses.

7. On which routes was the first pilot project implemented?

The first pilot project was tested on a variety of routes, at first carrying only members of our team to test the routes and then with passengers on board. The aim was to experience as many different conditions as possible, including different road gradients, distances between bus stops, etc.

The three routes where the most testing was carried out were Route 130 between the Valletta Terminal and Valletta Waterfront, Route 58A between Valletta and Birkirkara, and another test route that went from Valletta to the University of Malta and Mater Dei Hospital through the Msida Skatepark.

8. I believe that the two new current electric buses are being used in Gozo and in Malta, one on each island. Are there any differences as far as efficiency and battery range are concerned, provided that the Gozitan topography is hillier? The Gozo bus is currently being used on the Victoria-Mġarr Harbour Route. How does it handle the steep hill from Mġarr to Victoria?

Our experience with the electric buses has shown that topography does have an effect

on efficiency and battery range, however the difference between the consumption of the bus in Malta and that in Gozo so far is negligible, although it is very early to reach conclusions.

As we continue to gain more experience from these buses operating on different routes, we will be able to make some adaptations in our operation in order to optimise our resources.

9. Are there plans to use the Gozo bus on different routes in Gozo?

The two electric buses are the larger 12 metre type and therefore can only be used on a limited number of routes in Gozo, given that most of our bus fleet in Gozo consists of shorter 9 metre buses to be able to manoeuvre through the winding roads in the villages. Having said that, we are evaluating all options, and we do not exclude future projects for Gozo.

10. What about Malta? So far, I have seen the bus running on different routes. Will you be testing the Malta-based EV bus on most of the Routes or on a specific number of routes?

So far the electric bus has already been operating in the North Harbour routes, in the Southern routes, and in the North. Our aim is to test the bus on as many routes as possible in order to gather important data in preparation for the introduction of the other electric buses to be put in service.

11. What can you say about battery range? I trust this is sensitive technical information, but is charging done at night until fully recharged and then topped up during the day?

It is too early to say, but so far, our experience has been positive and encouraging.

12. What kind of charging infrastructure is currently being used? And where does it take place? I am assuming that DC chargers are being used. Am I correct?

Typically, for heavy vehicles like buses, the charging infrastructure used is DC ranging between 150-160KW chargers.

13. How long does the bus take to be fully charged? And at what time intervals is recharging done? How long does each recharge take?

Since the buses are in operation practically all day, we charge the buses during the night. This requires changes in our logistics and operations, as we normally fuel the buses at night, which takes a much shorter time. Again, it is early to comment on charging times as this will need more time to be analysed.

14. Will you be considering charging the fleet by induction in the future by having charging infrastructure embedded in the road?

We are following international studies on different charging infrastructure and options, but so far, our plans are to use the standard chargers for overnight depot charging, with some options for opportune fast chargers in certain key locations around the route network. This depends on many variables that are being discussed with various stakeholders.

15. Is the current project time bound or will MPT continue to use these two buses alongside the other buses in the fleet?

The investment in the two new electric buses was considerable and we therefore want to maximise their use as much as possible.

16. IS MPT happy with the results? I mean, are the data and current results being achieved encouraging?

So far, yes. The results are positive and encouraging.

17. How important was the input of the Group’s experience in running similar buses in other cities, especially in Spain?  How does the Malta experience compare with that of other cities, especially when efficiency is concerned?

Extremely important. We just sent a team of our engineers to Spain to visit some of our operations in Bilbao and Madrid. Although the space available for both these operations is incomparable to that in Malta, our objective was to learn about implementing electric buses on a

larger scale, what upgrades are required in our workshop, and to understand more about the planning required to maintain an electric bus fleet.

We already have plans to upgrade our workshop, as we are keen to implement systems that our counterparts are using in order to improve service levels. Our team also had the opportunity to observe a hydrogen bus in operation, and all the planning and changes to infrastructure that this required.

We are also participating in the Ebussed project together with the Ministry for Gozo. This project contributes to the Interreg Europe programme, and it concentrates on the exchange of experience between 6 partner regions, all being at different stages of e-bus operation development.  Through this project, we are learning from what other countries are doing when it comes to deployment of electric buses. Our engineers participated in two site visits, in Utrecht, in the Netherlands and in Hamburg, Germany, where we had the opportunity to see the electric bus depots and how the charging infrastructure works.

18. Another service you are operating is the park and ride service in Gozo. Are the results similar or do they differ from one bus to another?

It’s too early to say, and the services being operated in the two projects are completely different. The electric buses being operated on the route network have to cater for various bus stops along the road, for example, while the ones in the park and ride do not, as it is a shuttle service. Having said that, results are positive too.

19. MPT also run other public transport services such as the TOD service using smaller minibuses. Do you intend to try electric buses on this type of service as well?

The most advanced ebuses are the 12 metre buses and some 9/10 metre buses. Minibuses that are low floor are not yet so widely available on the market. However, as the market develops, we will continue to observe trends and funding opportunities for such projects.

20. Considering the massive investment required, will the fleet eventually be changed to an all-electric one or are you considering other sustainable fuels?

As part of a major project in collaboration with government, we plan to replace 120 Euro 5 buses in the coming 3 years as part of the RRF fund programme announced by government. We also expect hydrogen cells to play an important role in sustainable mobility in the future. As I have mentioned, we have recently

launched the first hydrogen bus in Madrid, which our colleagues are testing there, and the results so far have been positive. This is something that we are definitely considering for the future even in Malta, but it requires extensive strategic discussions with various stakeholders.

Electric Gozo

A new P + R service for Mġarr Harbour

Late last year, a new Park+Ride service in the Heliport Area of Xewkija was launched in Gozo to address vehicular congestion and address parking issues around the Port of Mġarr.

This project’s main objective is to offer parking spaces away from the Mġarr Port, thus also lessening traffic congestion in the area. It is mainly intended for Gozitans, but not limited to residents of the island. The project also sees the introduction of six electric buses intended for those commuters who park their car in a dedicated car park, once the work on it is completed. Together with the electric bus currently being operated by Malta Public Transport in Gozo, the number of electric buses on the island stands at 7 electric buses. T-21 carried out a short interview with Director Mr. Joseph Cutajar, EcoGozo Directorate within the Ministry for Gozo.

1. What is the name of the project, which I believe is being financed through ERDF funds?

The six electric buses were funded and procured through the SMITHS projectIntroduction of Sustainable Multimodal Intelligent Transport Hubs across Malta and Gozo funded under ERDF Priority Axis 7 - 2014-2020.

2. When was the project as an operating service launched?

The operating service was launched on 11th November 2021.

3. What is the official name of the service?

The service has been named Park and Ride service from Heliport Area in Xewkija to Mġarr Harbour

4. From where to where is it being operated?

The service runs from Heliport Area Xewkija to Mġarr Harbour and back.

5. What is the schedule of the service? What time does it start and finish?

The service is being offered every 10 minutes during peak hours between 05:00 and 08:00 and between 15:00 and 18:00, and every 30

minutes at all other times. It starts at 05:00 and finishes at 21:00.

6. How many buses are operating the service?

The service is being operated using the six electric buses purchased through the project.

7. Are these all used each day or do they alternate?

The operation follows a pattern of charging, cleaning and service. At any point in time, three buses are in-service while the other three are charging or are being cleaned.

8. How and where are the buses being charged?

They are being charged using electric charging pillars in Xagħra.

9. As far as timings are concerned, I suppose that these are in tandem with the Gozo Ferry service

(departure and arrival), or is this not necessarily the case? Does the service also service the Fast Ferry services of both operators?

The park and ride service caters for both the Fast Ferry service and the Gozo Ferry service.

10. Who is operating the service on behalf of the Ministry?

The service is being operated by Malta Public Transport.

11. For how long will the Ministry operate the service? Is there a set number of years or is the project indefinite?

The service is highly requested and so at the moment we do not see a reason why it should be stopped.

12. How are the buses coping with the hilly topography of Gozo?

The route from Mġarr Harbour to the heliport area in Xewkija is uphill and so is the route to Xagħra where the buses are charged. The electric buses are coping very well with the hilly topography of Gozo.

13. What is the range of each bus per charge? How many times does each bus on service have to be charged in a day?

The range of the electric buses is way over 200km, but this all depends on whether the bus is loaded with passengers, the use of air-conditioning, driving styles and many other factors. The buses are charged once every two days.

14. When are the works on the actual parking site scheduled to be ready?

The works on the park and ride facility will be completed by early 2023.

15. How has the public reacted to the service?

The public has reacted positively to this new service. The lack of parking spaces in Mġarr Harbour was making it difficult for foot commuters to leave their car in Mġarr before crossing to Malta. The ample parking space at the Xewkija heliport area and the free park and ride service have mitigated these issues.

16. Is it being used extensively?

The service is very popular during the rush hours of the morning and afternoon. At other times, it is falling short of our expectations.

17. Can you share any patronage data?

In May alone, the buses carried 2,761 passengers.

18. Is it free of charge to use and if yes, will it remain free?

The service is free of charge, and we intend to keep it free of charge.

Stepping up Enforcement

Roadside Inspections to ensure safer roads

Over the past few weeks, both in the mornings and late at night, Transport Malta officials have conducted a number of roadside checks on major road sections in different locations around the country. These roadside inspections were carried out in collaboration with the Police Force.

Transport Malta has the legal obligation to enforce transport regulations and other legal provisions which are mentioned in the highway code. In addition, the Authority conducts educational campaigns and regulatory work for all modes of transport.

During the latest inspections, 207 cars were stopped to undergo a basic or full inspection. 179 fines were issued on the grounds that some aspects of the vehicles did not comply with the regulations or did not guarantee the health and safety of road users. In addition, a total of 15 vehicles were also towed.

The main reason for these inspections is to ensure that vehicles on the road are road worthy and do not constitute a threat to other road users, while also checking that drivers are appropriately licensed in accordance with their documents.

Some of the things that are checked during these inspections are lights, such as front and rear headlamps, dark tinted windows, car license that

is either not present or paid, number plates which are not installed or are in a very bad condition, the condition of the tyres and silencer, insurance policies, as well as potentially forged documents.

After 11 years, since its last visit in 2011, the Italian Navy Training Tall Ship, Amerigo Vespucci, returned to the Grand Harbour for a two day visit on the 26th of August. This time round the ship carried the Italian Naval Academy first year midshipmen.

The Malta visit was the last international stop on the 2022 training campaign calendar. This summer’s route included stops at Palermo, Tunis, Algiers, Lisbon, Casablanca, Cadiz, Trapani, and Valletta. In July 2020, the ship also sailed in Maltese territorial waters but was restricted due to the Covid pandemic.

The ship which can carry over 400 personnel onboard was open for the public to visit, serving also for the crew and midshipmen an opportunity to enhance their cultural background.

The Amerigo Vespucci visited Malta for the first time on February 19, 1935. The ship first set sail 90 years ago and is named after the famous explorer for whom America is named. It was designed together with her ‘sister’ ship Cristoforo Colombo,

by Francesco Rotundi, director of the shipyards of Castellammare di Stabia, near Naples in Italy and was delivered to the Italian Navy on 2 July 1931. This tall ship mainly uses 24 sails, 14 squared rigged on the yards and 10 triangular “cruising sails”. The top height of the mainmast - from the waterline - is 54 meters, while the total sail area exceeds 2,700 square meters. The length of all the ship’s rigging running along the ship is longer than 30 km. The ship is also fitted with engines.

During this visit in Malta, the ship’s crew and the Italian navy midshipmen had the opportunity to visit the Island and welcome guests on board, while pursuing other activities which enabled them to enhance their cultural background and refine their training in one of the most important and strategic ports in the Mediterranean Sea.

File Photos, 2011 (Pater Paul Barbara)