Kategorie: News
New rules in force
For years, the following regulation has applied to liveaboard boats in the Red Sea: each boat must have two captains, two mechanics and crew on board. The entire crew must undergo special training in Alexandria and pass the course. All providers and thus every liveaboard boat has always had to comply with all these regulations (in theory).
Previously, both mechanics needed a mechanic's patent/licence, but now they suddenly need the large mechanical engineer's licence. However, very few of the mechanics working on the ships have this licence. The advanced course takes about 21 days. It takes about 6 weeks to get the licence. A related problem was recently reported to us by a safari operator: ‘Two more of our mechanics have completed all the required courses and examinations, but the applications are currently with the authorities and they are simply not issuing the licence. Without justification and without a time horizon. We are therefore unable to let a ship sail.’
Due to the terrible events this year, much more attention is now being paid to ensuring that the rules and regulations are adhered to. This is currently causing immense problems for all providers, because these instructions are being treated like a new regulation. Since Saturday, strict attention has been paid to compliance with the rules and regulations. The increased requirements mean that a lot of personnel are missing – personnel who hold the required licences or patents.
A completely new story is that from January, crews will no longer be able to simply change, but their name will be linked to the licence of the boat. This is a very theoretical regulation that will probably cause a lot of problems in practice. Just one question: what happens if someone in the crew or one of the two captains falls ill? Is the entire trip then at risk even though replacement people would be available?
Summary of the regulations
The following has been in force since Saturday, 14 December 2024:
The regulations aim, among other things, to name persons authorised to accept liability in the event of accidents and now require, among other things:
- a captain with a large (master mariner) patent
- a captain with a minor patent
- two trained mechanics
(There are currently only a handful of mechanics (and nowhere near enough licensed mechanics to crew all safari boats) with the required licence on safari boats, and these few are now demanding exorbitant salaries - ten times a normal mechanic's monthly wage is to be paid per week.)
All crew members must be registered on the main registration of the ship and must sign accordingly. This new regulation poses a considerable hurdle, especially when crew members have to be replaced due to illness or other important reasons, and does not necessarily ensure a safer cruise. It is simply an additional regulation that has been set up by bureaucrats.
We received the following quote from a well-known provider regarding the new regulations: ‘The rules are certainly good, but it would have been nice if the mechanics had had enough time to acquire these patents. It is particularly problematic when registering the crew in the main approval, as this makes the boat operators vulnerable to blackmail. For example: If a seaman says the day before the next safari that he wants to be paid twice as much from now on, you are forced to give in to this, otherwise your boat cannot leave because he is registered in the main permit.’
Other providers who have contacted us have made the following comments on the subject: ‘There should also be the option of entering reserve staff, such as a captain, a mechanic and two seamen, who can be called upon in an emergency if someone falls ill. None of this is currently provided for.’
The terrible accident involving the Sea Story has, of course, alarmed the authorities and everything is being done to ‘put the safari companies on a safe footing’. Officials are approaching operators with demands that cannot always be implemented at short notice for fear of further accidents and pressure from higher levels.
Above all, the reputable operators are now suffering from a ‘certain’ actionism and are having difficulties complying with the new and newly enforced rules. However, it currently looks as if there will be several more meetings to work on the rules and regulations so that they become more practice-oriented. At least that is the hope of many operators.
We will report on further developments.