Ivan Falzon, CEO of the Gozo Regional Development Authority (GRDA), believes that any permanent link between Malta and Gozo must not be conceived solely as infrastructure for Gozo, but as part of a broader solution addressing transport challenges in the north of Malta as well.
Speaking to this media house, Falzon acknowledged that while a tunnel between Malta and Gozo remains the most discussed option, it is unlikely to materialise in the short-term. Nevertheless, he insisted that the concept must continue to be studied as a potential long-term and sustainable solution.
The GRDA operates according to the Gozo Regional Development Strategy launched in September 2023. Falzon described it as a high-level framework built around eight thematic pillars, including connectivity, economic development, environment, and culture. Each year, the authority publishes a corporate plan with concrete action points and performance indicators. In 2024, around 85% of planned targets were achieved.
Connectivity features prominently in the strategy. While the tunnel dominates public debate, Falzon stressed that government actions suggest a phased approach: investment in ferries, fast ferries, and an airlink are seen as necessary steps before a permanent link could be realistically considered. “This is all an indication that the project must continue to be studied, but it definitely won’t be something we see in the coming years,” he said.
Falzon also cautioned against framing the tunnel purely as a Gozitan issue. A permanent link would also alleviate long-standing problems in areas such as Xemxija Hill, Mellieħa, and Manikata. Manikata, once a small hamlet, has become a major thoroughfare with about half a million vehicles passing through annually. In this sense, he argued, a permanent link must serve the wider northern region of Malta as much as Gozo itself.
Recent government announcements of a €130 million investment in the ferry fleet – expanding it to five vessels, including a dedicated cargo ship by 2029 – have sparked debate about timing. Falzon conceded that, in abstract terms, such investment could have happened earlier. However, he explained that policy priorities over the past decade focused first on stimulating activity and economic life in Gozo.
Had visitor numbers and population remained static, additional ferry capacity might not have been necessary. Instead, Gozo has experienced substantial growth. Overnight visitors increased from around 340,000 in 2014 to over 580,000 in 2024. Same-day visitors more than doubled to nearly 1.9 million. The registered population rose by 27% to over 41,000, while Gozo’s GDP climbed from €377 million to almost €1 billion – a 163% increase. Falzon acknowledged that this growth has created significant pressure on infrastructure and services.
New demographic trends have also emerged. Some first- and second-generation Maltese from countries such as the US, Canada, and Australia are choosing to retire in Gozo. EU and third-country nationals working in northern Malta are increasingly opting to live in Gozo due to comparatively lower rents. Additionally, hundreds of Maltese citizens now live in Gozo while commuting daily to jobs in Malta.
Until 2017, ferry trip numbers remained largely unchanged despite rising visitor figures, meaning capacity still existed. The Covid-19 pandemic then shifted government focus to economic survival rather than long-term capital investment. In this context, the launch of the fast ferry in 2021 proved pivotal. Falzon described it as a “game changer”: visitor numbers increased sharply, but vehicle numbers travelling to Gozo remained relatively stable.
The fast ferry has also transformed student mobility. Previously, many Gozitan students rented accommodation in Malta during the week, often near Msida. With fast ferry connections, more students now commute daily, reducing demand in these rental areas.
Other connectivity measures include a park-and-ride facility in Mġarr, the leasing of a fourth ferry vessel in 2019, and plans for fast ferry routes linking Gozo with Sliema and Buġibba. Together, these initiatives reflect the direction set by the GRDA strategy.
Beyond sea transport, renewed discussion surrounds an airlink between Malta and Gozo, enabled by the construction of a rural airfield. Past attempts – a helicopter service (ended in 2006) and a seaplane operation (2007-2012) – failed commercially. Falzon believes a new service could succeed if supported by a government-led framework of incentives, similar to the Public Service Obligation model used for fast ferries.
He emphasised that an airlink would not solve every day commuting challenges but would target a niche market of high-value tourists. Gozo already attracts higher-spending overnight visitors than Malta on average, and demand is increasingly spread throughout the year. The airfield could also host flying schools and other aviation-related businesses currently constrained by capacity at Malta International Airport.
Falzon also highlighted the need to modernise Gozo’s public transport system. While major improvements were made, services no longer reflect current levels of activity. The newly-established Mġarr Task Force operates under the principle “Less cars, more Gozo”, signalling a push towards modal shift.
A booking system for the Gozo Channel ferry is another proposal under consideration. Falzon argued that Maltese culture is accustomed to simply turning up and queuing, but better planning would benefit both passengers and operators. Knowing passenger numbers in advance would allow travellers to choose less busy crossings and enable the company to optimise scheduling.
Regarding calls to expand Mġarr Harbour, Falzon urged caution. While expansion may ultimately be necessary, he believes optimisation of existing space should come first. Malta’s limited land resources require more efficient use rather than default expansion.
On planning and development, Falzon said Gozo requires a distinct set of policies separate from Malta’s. Many residents fear Gozo could follow Malta’s trajectory of intensive development. While Falzon disagrees that Malta has been “ruined”, he accepts that people want Gozo to retain a different character.
Planning must strike a balance between preserving identity and enabling residents to live well. Possible measures include façade directives favouring limestone, and protecting areas dominated by terraced housing through strict height limitations. He also addressed fears that a permanent link would trigger overdevelopment, stressing that strong planning policies – similar to those protecting Mdina – could safeguard Gozo’s character.
Falzon argued that some localities, such as Xlendi and Marsalforn, have already undergone heavy development without any permanent link, demonstrating that infrastructure alone does not determine outcomes; policy does.
Gozo has also been selected to participate in the EU Mission “100 climate-neutral and smart cities by 2030”. Through this initiative, the GRDA will receive technical assistance and access to pilot funding via the NetZeroCities platform. By May, the authority intends to publish a climate neutrality plan outlining benchmarks, targets, and timelines.
Potential measures include different waste-collection schedules, electrification of public transport, and retrofitting of ferries. The plan will present realistic options, after which government will decide which targets to adopt.
Economically, Falzon said Gozo has experienced notable shifts. The most significant has been the establishment of Barts Medical School, which aligns with the GRDA’s emphasis on educational projects. With around 300 fee-paying students, the school has created a new economic niche, contributing to GDP growth while also increasing rental prices near the Gozo General Hospital.
Gozo is also attracting start-ups in gaming, technology, and other innovative sectors. Falzon cited examples of locally founded companies that have been acquired by major international firms and recognised in global maritime rankings.
He noted strong employee loyalty among Gozitans, shaped by historically limited opportunities and a culture of resilience. Government incentives and regional support schemes have facilitated progress, though challenges remain.
