Oral history of the Malta Dockyard: Saviour Scicluna

(00:30) He went to a technical school in Hamrun, from where he sat for the entrance examination, which made him eligible to go to the De la Salle school. His aunt, who was a teacher, assisted him through his education process. Then when the applications for the dockyard opened, he sat for the exam to enter the dockyard. That year the requirement was for 100 apprentices out of about 900 applicants that sat for the examination. He passed the examination and placed 31st. After the examination, it was decided to increase the number of apprentices from 100 to 120. Throughout the apprenticeship, they had training in the main trades of the dockyard. 

(03:15) Before he became a fitter, they had to do a written and practical examination. He passed with good marks. The engine fitters trade is divided into: work with the afloat section, fitters working in the machine shop and other auxiliary fitters who worked in the pumping stations, etc. He remembers his training supervisor Mr. Vince Meli, at first advised him that he was required to work at the machine shop, and he objected as he wanted to work afloat. After some discussion, including the involvement of the union, he was sent to Mr Rowe who was the manager of the fitters afloat to start work there. 

(05:00) The final trade test was mostly judged on the practical side rather than the written test. They had to do a trade test, where they had to manufacture a valve. 

(06:00) At the time he entered as apprentice, the yard was managed by Swan Hunter. Since it had been a while from the last recruitment of apprentices, the management put a lot of attention and care on the apprenticeship. This did not mean that the apprentices could do whatever they wanted and discipline was still very much kept. 

(07:00) When he started working afloat, his gang chargeman was Mr. Bilocca, who was a very conscientious person. However, due to a technical accident he previously had while working on a main engine and the consequences he had to endure, he refused any work on engines for his fitters. At that time, the policy of the manager was that overtime was only permitted on work on the main propulsion. Considering that most of the fitters were young and raising a family, they were looking for overtime work to be able to gain some extra money. Eventually they spoke to the assistant manager on the issue and were also given work on engines. 

(10:15) A large project he remembers was that on vessel Idris, where they serviced the engine from top to bottom under the supervision of the manufacturer’s service engineers, which they completed successfully as a team.

(11:30) After various calls for a chargeman, he decided to apply for the post and sat for the examination, where he was successful becoming a chargeman in 1987. 

Mr. Charles Cachia, the manager of the department, assigned him his team. At first, he felt that it was not the best team he could have, as the workers had a certain advanced age. However, as time progressed new and younger people were coming in and the situation improved. The way he led his team was that of keeping balance between work and personal contact. 

(17:30) He recalls having a member of his gang who was not keeping up with learning of the trade. On the other he had another one who had trouble with his breathing but did not want to step down due to financial reasons. So, Saviour put the two of them together as he felt that they could compensate each other. 

(19:15) He worked on rigs, where the work was somewhat different than that on ships. So actually, when working on the rigs, they were involved more in assisting the specialized engineers.

(20:45) He recalls another vessel on which they changed the tailshaft bushing from a wood to white metal finish working using oil. The process involved the patternmakers to remove all the wood, and the fitters then proceeded with the boring and fitting the white metal bearing. The job took over 15 days to finish.

Looking back-Memories of the Last Day

(22:00) He stayed as a chargeman, within the department for around 17 years. Then in 2003 he became a foreman and in 2008 he finished from the dockyard, which was not a happy moment for him as he loved his job a lot, so it was not easy for him to leave. Even though they disagreed on certain things, they were still one family. One of the main reasons why they had arguments was because of the work required and the limited time available. 

(27:15) The main engine, normally would have 6 to 8 pistons each having a block with its own piston, main bearing, connecting rod and a cylinder head, and the crank shaft below. These are transported to the machine shop for cleaning and overhaul. Saviour explains in detail the work on the main engine, and the procedure of removal, transport to the workshop and re-assembly on board. 

Looking back-Reflections