Oral history of the Malta Dockyard: Joe Schembri

(00:40) He attended the Lyceum secondary school and in 1965 he sat for the drydocks exam. He states that at that time, there were very limited job opportunities. He wished to join the REME (Royal Electrical & Mechanical Engineers), but his father, who worked with the air force, told him that if he joins the ‘REME’ he would be sent to Germany, which was not a good idea due to the Cold War. So, the only solution he had was to join the drydocks. He sat for the exam and joined the Dockyard as a pipeworker, after placing in the 47th/48th position. The exam was just an intelligence test or aptitude test. When he left the Lyceum he had already certificates in English language, mathematics and biology. He then entered the drydocks and started learning technical subjects and attended technical school. The apprenticeship was six years, but if they obtain certain certificates throughout the period, the duration of the apprenticeship could be reduced to four years. He obtained the journeyman’s certificate for marine plumbing and a general course in engineering, and his period was decreased to four years.

(03:15) He then started his apprenticeship, where they learned the basics of the main trades of the yard, which included: boilermakers, pipeworkers, blacksmiths, fitters, etc. Then after the first year, they, as pipeworkers, were sent onboard with the pipeworkers. Onboard meant that they were working on ships and not in the workshop. He had four instructors which were very helpful, including Peter Buttigieg and Giuseppe Falzon. His experience of onboard work varied a lot. It involved working in all parts of the ship, from the bridge to the bottom, including tanks, double bottoms, etc.  The work involved different metals such as: steel, brass, aluminium, copper, etc. His job varied, depending on the type of piping system. For example: piping for steam system differs a lot from piping for radar systems. Schembri also states that, whereas they learned a working at a pace used during the Admiralty days, the work that they were doing on the commercial ships was practically always urgent.

Safety-Health and Safety procedures 

(06:30) He claims that at that time there was a lack of safety; they did not have safety shoes, helmets, glasses, gloves.  Since they lacked safety awareness, many near accident took place. As pipeworker he states that their attitude towards work is different from that of an engine fitter who took work slower and that could have been because of the nature of the work.

(07:45) The double bottom in an engine room were much tighter to work in as compared to the double bottoms in way of the holds. He remembers when once he entered a hopper tank which had about an inch of water, and on top of the water, there was film of flammable liquid which went on fire when they started burning. Once he also worked on a tanker that carried wine and it also had a double bottom with a very low height. While they were there was a water leakage they had to get out of the tank as quickly as possible. He explained that whereas in normal circumstances it was not difficult to pass through the double bottom openings … under panic it is as if your body expands. When they work in tanks, they had to descend down in boots, with tools (including spare tools) and the temporary light lead in their hands. Then they have to pass through oil and then to go up the scaffolding (armar). Most of the time the work was on the steam risers, which were the most difficult pipes to renew. 

(11:45) When a pipe had to be made a new, first they take measurements for the straight parts and do templates for the shaped part. Sometimes they already have drawings to guide them from where the pipes will be passing. It depends on the system and the location such as in the engine room, in tanks, pump rooms, etc. One very high-level job he had was on a steam system with   Schedule 120 pipes (high thickness) connected to a turbine, which required accurate and high finished work. When he worked in an engine room and they used to remove the insulation of a turbine, which was made of asbestos. If they remove steam pipes, they have the pipe covered with asbestos, and the flanges were insulated with a mattress made of asbestos, even though these were not so dangerous.

(15:45) He describes the method of working on the old systems used for radars. The pipes (conduits) were rectangular and had to be highly polished from the inside as radio waves pass through it. In order to bend them, they used Wood’s metal, which was a dense alloy mainly composed of bismuth, that liquifies at a very low temperature (boiling water). So, they used to heat the pipes and pour Wood’s metal inside the pipe, then bend the pipe to the required shape, then they drain Wood’s metal after heating it by boiling water.

(17:15) He states that other meticulous jobs included small diameter pipes for gauges and domestic piping. This piping had to be finished and fitting as neat as possible. 

(18:00) Once he and another colleague, Johnny Mamo, went to the shipbuilding, for about 9 months, where the Russian Ships were under construction.  They had to check the installed piping system systems and modify the original drawing of the systems to produce the as-fitted drawings.

He mentions, that on a separate visit to the shipbuilding yard, he had an accident and spent 4 to 6 months not working. He did not wish to stop working onboard ships, but he did not have another choice. So, he sat for the exam for a post in the ship movements office. He joined Joe Balzan and Leli Portelli. Sometime later Joe Mifsud joined also the team. The work was interesting and was not boring. They reported directly to the senior shiprepair manager, however they worked in closely with the Commercial Department, who knew what movements are required for the ships arriving/departing from the yard, as well as the internal moves required within the yard. They organised with the agent, pilot, tugboats, etc. for all the movements. He mentions that in general most of the pilots assisted in all way in the yard’s requirements, however there were others who made life difficult. Joe gives some examples where a pilot could make life difficult. He adds that the job gave him satisfaction and was rewarding, he also says that he could feel the difference from working onboard and his new position that was obviously a safer environment. He also assisted in the organisation of sea-trials. The last seven years he was the leading planner. The office was situated near the main office and then they were transferred in the No.3 dock area near the CSO (Central Store Office). In fact, he claims that they had a better view of the shipyard, as it more centrally situated.

(30:45) The Movements Planning office was equipped with a VHF radio, various telephones including a green line which was a direct line with the top management. They also had hand-held radios and four telephones. 

(31:30) He had a personal accident, when he was at the shipbuilding working in an engine room. He was working and standing on some pipes and slipped on some oil. After the accident he had restrictions to do certain work onboard, eventually to move to the planning office. 

(33:00) He spent about 45 years working at the drydocks, and he does not regret the decision he made to join the yard.

Looking back-Skills gained

(33:30) Something that impressed him most in the yard was the operators of the large steam hammer in the smithery. The test for a steam hammer operator was to manage to close an open balsa wood match box standing on its end, and the operator had to close it with the steam hammer without breaking it.