The yachting sector has long called for more berths, but for too long the argument centred around the oft-quoted waiting list of 300 boats in need of permanent berths rather than on the economic impact of this sector.

More berths is not just about locals needing somewhere to park their boats. It is also about the fact that there are simply not enough berths for visiting yachts that may come to Malta for anything from an overnight break to a major winter refit.

Boats - local or foreign - generate economic activity, whether the approximately 10 per cent of their cost that they spend annually on maintenance and upkeep or the one-of upgrades.

One hears about the introduction of courses at the Malta College of Arts, Science and Technology introducing aircraft technician's courses but it is also very significant that the college introduced a course on carpentry for superyachts while the Maritime Institute is organising more and more courses to ensure a supply of qualified crew for this lucractive career.

Yachting is not about locals buying boats instead of cars or second homes in Gozo. It is about the successful Malta Super Yacht Services and the private refit yards, the fledgling Marsec-XL project and not just the chandleries and yacht service companies but also the car rental companies, mobile phone companies, florists, fishmongers and restaurants that benefit from a yacht's visit. It is also about the VAT paid on yachts, which has been boosted by the exemption won last week from the European Commission whereby VAT on services will be paid in the country where the service is provided.

A group that went to lobby (unsuccessfully) the European Commission against the removal of the duty-free fuel concession had estimated the sector was worth €50 million a year.

This was one of the main reasons that a section for yacht services was set up last May at the Malta Chamber for Commerce and Enterprise, which recently presented its memorandum to the political parties. The need for more berths (and more facilities) was highlighted in no uncertain way.

For years, proposals for marinas came and went, while private ones were set up at Portomaso, Manoel Island and Grand Harbour Marina. It made sense for operators to gradually put together holistic packages to offer their clients but these make it hard for other service providers to get a look in and compete. Those without berths to offer clients find it hard to entice them here.

No wonder there is so much interest in the new marinas sprouting up all over Grand Harbour and Marsamxett in the plans now being put forward by political parties. The problem is that for most of the marinas to be viable in all weather, extremely expensive breakwaters would be needed. Would the money generated by the marinas justify the outlay? And if so, over how many years? Some operators estimate that three breakwaters at the mouth of the harbour would be required to make Marsamxett safe; others fret that the smaller ones being proposed would bounce waves into now safe waters. In some places, floating breakwaters would be sufficient - but not in all.

One need not invent the science but one does need to keep the cost in mind. The Xemxija project did not get off the ground because there was not enough revenue-generating potential in it to justify the investment by the private sector and not because there was something wrong with the location (environmental concerns apart).

And before any new sites are allocated, there ought first to be a frank debate as to whether speculation and development should be disguised as marinas or whether pure yachting is the ultimate aim.

When privatisation of the marinas was brought up some years ago, the government proposed to auction the berths, a deeply unpopular suggestion that attracted widespread protest, with the message from the audience being "no boats, no votes". The government has the chance to turn things around to "more boats, more votes".

Here is hoping that there is a wise hand at the tiller.