Civil aviation in Malta may be traced back to as early as 1918 but it was only very recently that the Maltese travelling public and visitors were offered the amenities that are a common feature of any international airport. Indeed, the developments that occurred over the past 10 years can only be described as impressive and this is thanks to Malta International Airport.
The national orchestra's rendering of Beethoven's Ninth Symphony at the Mediterranean Conference Centre, in Valletta last February not only marked MIA's 10th anniversary but, perhaps more importantly, heralded a new chapter in the history of civil aviation in Malta - the partial privatisation of Malta's sole airport.
On that occasion, MIA chairman Lawrence Zammit rightly sang the company's praises: "MIA's tremendous development during the past 10 years went beyond all expectations. For the millions of customers who passed through the inadequacy of the former Luqa air terminal and who have used our services since 1992, we need not emphasise the radical changes that have taken place. Our message has throughout the years been one of consistency and innovations leading to the excellent quality of service our millions of clients are accustomed to."
MIA's inauguration in 1992 had not only been a major event in itself, it had ushered in a new and important era for the country's economic and social development.
MIA is seen as a monument to progress and technology whose innovative policies throughout the years have set the standards for other organisations to follow suit. Yet, it begs recalling that today's efficient airport had humble beginnings.
Aviation researchers have established that a base for seaplanes was already in use in Kalafrana way back in 1918, even if it was only a military operation. Malta's first airport was opened in nearby Hal Far in the beginning of 1923 and before the end of the decade the British Services, fully aware of what was happening all around, made their first attempts at providing facilities for civilian aircraft flying to or transiting through the island.
As luck would have it, a prominent British aviator by the name of Alan Cobham was one day stranded in Malta. While here Sir Alan had been commissioned by the government to advise on sites which, in his opinion, should be earmarked for the building of a civilian airport.
A decision to build a civilian airport just beneath Mdina was taken by the authorities in the 1930s and Ta' Qali airport was opened in 1938. Alas, its use as a civilian aerodrome was short-lived because the RAF took it over when World War II broke out.
Aviation enthusiast and researcher Carmel Attard, notes in the MIA-sponsored publication Airliners in Malta (Malta Aviation Museum Foundation, publishers - 2000), that although the status as a British colony was instrumental in attracting long distance flights to transit in Malta, it was the Italians who had truly boosted civil aviation and the carriage of passengers.
But there had been a prominent Maltese personality who very early in the day realised the island's big potential as a civil aviation hub within the British Empire. That was Lord Strickland who had come up with idea of making Malta "the Clapham Junction of the air" in the Mediterranean.
As civil aviation became more popular and new airliners were built and put on different routes by both British and Italian companies, operations to the island increased. Indeed, according to Airliners in Malta, Societá Anonima Navigazione Aerea, Imperial Airways, Wilson Airways, Qantas Empire Airways, Ala Littoria, KLM and Olley Airways were operating regular or stop-over flights to and out of Malta between 1930-39.
The increase in passenger handling and aircraft movements eventually necessitated the construction of a civil air terminal. Preparations started in 1956 and the UK government mainly financed the Lm300,000 project.
The new passenger air terminal at Luqa was inaugurated on March 31, 1958 by the Governor, Sir Robert Laycock. It consisted of two floors including facilities such as a restaurant, a post office, a Cable and Wireless office and a viewing balcony for the public to watch aircraft movements and bid farewell to or welcome departing or arriving relatives and friends.
Air traffic constantly increased and new airlines with bigger aircraft began operations to Malta. The advent of jet aircraft cut flying times and attracted more people to travel by air. By now the industry was indeed booming.
In October 1977, a new, longer runway was inaugurated and works commenced on the extension and refurbishing of the air terminal. An arrival lounge and another dedicated to VIPs were added and the older part of the terminal was used for departures only. This refurbishment was not enough as it still lacked certain essential facilities.
In 1987 the authorities decided that the 30-year-old terminal's days were over, even if it had served the country well. Clearance was given for the construction of a new air terminal but even as building works were in progress, an exercise to upgrade the old air terminal was undertaken.
Facilities introduced included air conditioning, automatic baggage carousels, flight information monitors, computerised check-in desks, a new floor surface and new retail outlets including a larger duty-free area. Standards thus soared as did the expectations of the public, especially the travelling public, in terms of the new airport.
The foundation stone of the new air terminal was laid in September 1989 and the project was inaugurated a record 29 months later, in February 1992.
MIA became fully operational on March 25, 1992 when the old Luqa airport effectively closed down after 35 years.
The airport, and the management company set up to run it, took off implementing modern concepts and making long-term investments to be able to meet the challenges the country faces as the aviation industry continues to evolve.
The way MIA operates has revolutionised not only the way a public organisation operates but has also driven other private enterprises to follow suit. The philosophy and concepts prevalent in other European airports are now part and parcel of everyday administrative decisions taken by the company.
Malta's airport has evolved from being a mere passive transit point between land and air into a business and economic centre bubbling with activity and attracting the admiration, and commercial interest, of world leaders in the industry.
In 1992 the number of international passengers handled by the airport was just over two million. Ten years on, MIA progressively increased that figure by a further million to over three million passenger movements.
Turnover in the first financial year under review stood at a "modest" Lm6.8 million. Turnover today exceeds the Lm17 million mark, with non-aviation revenue accounting for 12 per cent.
Sales at airport concessions now stands at Lm15.1 million, more than double the figure in the first year of operations. This translates into an average spend of Lm10.80 for every departing passenger.
MIA today ranks 206th in the world in terms of passenger traffic and 67th in Europe. In terms of retail sales, MIA is in 50th place worldwide.
Mr Zammit was evidently justified when he declared: "We had then launched Malta International Airport with the slogan 'Into the future with flying colours'. We pride ourselves on having accomplished this mission and look forward to a brighter future once again."