Transport Malta has found itself at the center of a legal dispute that could reshape how Malta's traditional boating sector organizes itself, with seven boatmen filing a formal judicial protest alleging that a self-proclaimed association called Għaqda Barklori is operating as an unregistered regulator and shutting out competitors.
Why This Matters
• Exclusive arrangements: Operators claim Transport Malta has been referring boatmen to an unregistered group for contracts and permissions, bypassing proper legal channels.
• Traditional heritage at stake: The dispute involves dgħajjes tal-pass, traditional Maltese boats with 400 years of history operating between Valletta and Sliema.
• Economic exclusion: Seven boatmen allege they're being shut out of lucrative routes through backroom deals with no legal foundation.
• Regulatory clarity needed: The case has been referred to the Office of the Commissioner for Voluntary Organisations for assessment of the group's legal status.
The Core Allegation
The seven protesting operators have trained their sights on three individuals—Lawrence Mizzi, Gerald Camilleri, and Manoel Abela—who they claim are leveraging the Għaqda Barklori name to negotiate arrangements with government entities including Transport Malta. The boatmen argue these individuals are promoting private commercial interests under the guise of sector representation, all while the association itself holds no official registration as a voluntary organization under Malta's legal framework.
According to the judicial protest filed against Transport Malta, the Transport Ministry, and the State Advocate, the operators say they've been directed by Transport Malta to sign arrangements negotiated by Għaqda Barklori—an entity they insist has no legal standing to act as an intermediary, let alone a regulator. "We were told to approach the Għaqda Barklori when we sought clarification from Transport Malta," one operator explained in the filing. "This is an unregistered group acting as if it has official authority."
The complaint goes further, asserting that even if Għaqda Barklori had proper legal structure, there would still be no statutory basis for it to exercise control over economic activity in the sector, grant exclusive representation rights, or exclude competing operators from government contracts.
What This Means for Malta's Maritime Sector
Under Malta's current regulatory framework, Transport Malta holds sole legal authority over all maritime activities, including the boating and water transport sector. This power transferred from the Malta Maritime Authority when it was absorbed into Transport Malta in 2010, consolidating sea, land, and air transport regulation under one governmental institution.
The Merchant Shipping Act of 1973 and its subsidiary legislation provide the legal backbone for everything from ship registration and safety standards to commercial ferry operations and port management. Transport Malta's Ports and Yachting Directorate is the designated authority for regulating, monitoring, and managing water transport within Malta's territorial waters.
When industry stakeholders want formal representation, Malta's legal architecture provides a clear path: registration under the Voluntary Organisations Act (Chapter 492). Established sector groups like the Malta Maritime Forum (registered as VO/1244) and the Malta International Shipowners Association operate through this framework, giving them legitimate channels to engage with Transport Malta and government bodies on policy development.
Għaqda Barklori, according to the protesting operators, has bypassed this entire structure. Gerald Camilleri, identified as the group's president, has been cited in various reports advocating for traditional boatmen's rights and cultural heritage preservation—particularly regarding access to landing sites and routes. But advocacy is one thing; acting as a regulatory gatekeeper is another.
The Sliema-Valletta Route Dispute
The judicial protest also challenges a 2012 concession agreement that granted exclusive rights to a ferry operator on the lucrative Sliema-Valletta route, effectively barring traditional dgħajjes tal-pass from a waterway they've navigated for centuries. The concession, originally set for eight years and meant to expire in 2020, was extended for three additional years until September 2023, with a clause stipulating the extension would only begin once ferry passenger numbers returned to pre-COVID levels.
The seven boatmen describe this provision as "nonsensical" and potentially illegal state aid, noting that tourist numbers have already surpassed pre-pandemic benchmarks. They argue that traditional boats carry significant touristic and cultural heritage value, yet they've been systematically excluded from a route they view as part of Malta's maritime identity.
The timing is notable: if the extension clause was indeed tied to pre-COVID passenger recovery, and those numbers have already been exceeded, the concession's legal status becomes murky. The protesting operators are now demanding that any contracts or arrangements facilitated by Għaqda Barklori be revoked and that Transport Malta cease granting the unregistered group any recognition, delegation, or preferential treatment.
What Happens Next
The matter has been escalated to the Office of the Commissioner for Voluntary Organisations, which will assess whether Għaqda Barklori meets the legal requirements for sector representation. The Commissioner's office maintains a public register of all voluntary organizations in Malta—a register that Għaqda Barklori does not currently appear on.
If the Commissioner determines the group has been operating without proper registration, Transport Malta could face uncomfortable questions about why it directed boatmen to an entity with no legal standing. For the seven protesting operators, the goal is straightforward: ensure that sector arrangements are negotiated through transparent, legally recognized channels rather than informal groups claiming authority they don't possess.
For Malta's traditional boatmen, the dispute represents a broader struggle over who gets to speak for a sector rooted in centuries of maritime tradition. Dgħajjes tal-pass have been part of Malta's harbor landscape since the 17th century, serving not just as transport but as living symbols of the island's seafaring heritage. The question now is whether that heritage will be preserved through proper legal frameworks—or through backroom arrangements with unregistered groups.
The case also highlights a regulatory gray zone that exists when cultural advocacy blends with commercial gatekeeping. While Gerald Camilleri and his associates may believe they're protecting traditional boatmen's interests, the seven protesting operators see something different: exclusion, favoritism, and the erosion of fair competition.
Transport Malta has not yet issued a public response to the judicial protest, but the involvement of the State Advocate suggests the government is taking the matter seriously. Whether the outcome will bring clarity to sector representation—or further entrench the current dispute—remains to be seen. For now, Malta's boatmen are left navigating uncertain waters, both literally and legally.
