It was encouraging to read that the Freeport managed double digit growth in throughput, reaching 1.485 million TEU (containers) in 2006. However, it is truly worrying that it is considering whether to plough ahead with more investment (The Times Business, January 18).

Why? Because it needs 84 workers. The work must be done by licensed port workers but no new licences are being issued. The Freeport cannot engage the workers itself, even though it has identified some work that is arguably not really "port" work; driving the trucks that ferry the containers between the quays and the stacks. Freeport sources say this was being done in Grand Harbour by non-licensed workers. So why is the Freeport not allowed to do likewise?

The situation goes well beyond this immediate problem. It is once again all about port reform. How many more voices must be raised before the government solves this issue once and for all?

The Freeport has been doing what it can to turn things around. Freeport Terminals had made a loss of Lm2.7 million in 2003, the year before its operation was handed over to CMA-CGM. It has since almost doubled the number of containers it can handle in an hour. It invested €40 million on cranes and equipment and was planning to spend a further €10 million to increase capacity to three million by 2008, according to managing director Uwe Malezki.

But it is hardly worth investing when it is already having to turn away ships or incur fines because vessels are delayed.

This is simply unacceptable. What is the use of privatising the Freeport to improve its operations and then put the livelihood of over 530 workers at risk because addressing the port workers' issue head-on appears to be a fearful task?

This is by no means a uniquely Maltese fight. Even the EU tried and failed to liberalise port services. But the licensing of port workers has been sidelined for too long. There are already 30 short of the legal requirement of 400. The reasoning seems to be that it was pointless taking on new ones until the future of the existing ones was clearer. What would their duties be? Would it be a lifelong contract? Would the licences continue to be inherited?

As the Freeport sources said, the physical aspect must be taken into account. One simply cannot have a third of the shift unable to do the more strenuous work. A physical examination is carried out before the licence is awarded but how can it possibly make sense for that licence to remain in force when one cannot do the work it entails?

Compared to the tough jobs, like lashing and twist lock handling, driving trucks must seem like a fairly cushy number. You can, therefore, expect that there will be considerable resistance from the port workers for this to be siphoned off to others. It means they might all have to work for their living, rather than pick and choose what they do.

As it is, far too many of them cannot perform, as a result of which colleagues have no option but to work overtime. About 60 port workers will not even set foot in the Freeport because the work is relatively harder, preferring to let other licensed colleagues take over.

Malta Maritime Authority chairman Marc Bonello said in 2005 that port workers earn Lm22,000 to Lm25,000 a year. No wonder they want to defend their turf.

Good luck to them, but not to the detriment of a well-oiled operation.