Ambulances in Mallorca: Temporary measures in December — a question of driving licenses

December as the target — provisional, but with questions

The smell of engine oil hangs in the cool late‑autumn air in the parking lot in front of the clinic, flies buzz near the intake and a driver waves briefly: "They'll be rolling in December." The new patient transport vehicles are ready — almost. For residents who drive along Calle de la Salut in the mornings or wait at the roundabout at Son Dureta, that sounds like a sigh of relief. But beneath the surface another debate is humming: Are the provisional measures sufficient, or is the problem only being shifted?

The sober cause: weight and driving licence

No conspiracy — just two rational facts: the 3.5‑ton limit and the C1 driving licence. If a vehicle exceeds that weight, the driver needs a different licence class. Many of the new vehicles sat unused for months because not enough colleagues held a C1 licence. A purely technical detail thus quickly became an organizational bottleneck.

What was changed concretely

To make the vehicles immediately usable, the authority took an offensive step: parts were removed. A bench in the patient compartment had to go, the hydraulic loading platform was removed on some vehicles, and certain equipment compartments are currently not on board. The health administration speaks of a temporary solution. In practice that means less space inside, retrofitting later and, above all, changed routines for staff.

How the teams on site see it

In the yard among colleagues you hear different tones. Some praise the refreshed suspension and the new air conditioning — that's no luxury when you bring patients from the beach to the hospital on hot summer days. Others shake their heads: "When a seat is missing in the back, it feels odd." Gut feeling plays a role here; it's not just about technology, but about routine and trust in operations.

Why the weight is more than a number

The registration limit affects who is allowed to drive a vehicle, how many people may officially be carried and what equipment can be on board. A technically modern vehicle with a reduced interior can lengthen processes: more transfers, less room for accompanying persons, potentially longer handovers at the hospital. For the night shift, when minutes count and hands are few, this is no small matter.

The central guiding question

Is the temporary solution safe and sustainable — or are we only pushing the problem into the future? If retrofitting is delayed, the provisional measure risks becoming the norm: reduced comfort for patients, changed working conditions for emergency crews and additional sources of error when components are reinstalled.

What is often missing in the public debate

There is a lot of talk about vehicles and weight, but rarely about training capacity and maintenance logistics. When parts are dismantled and later reinstalled, extra interfaces appear in maintenance contracts — more time, more cost, more risk of assembly errors. Little discussed either: flexible rosters or temporary permits for external drivers who could bridge the gap.

Concrete opportunities and approaches

The situation nonetheless offers room for action if work is structured now:

1. Intensive C1 courses: Mobile training near hospitals or stations, compact weekend courses with subsidised tests to quickly increase the number of authorised drivers.

2. Technology instead of disassembly: Audits to optimise weight, modular interior fittings from lightweight materials instead of permanent removal — this preserves functionality while reducing weight.

3. Temporary personnel support: Subsidies for external drivers or short‑term leasing contracts until in‑house teams are retrained.

4. Adapt maintenance contracts: Clear agreements for removal/reinstallation, quality checks and liability so that later retrofits do not become a technical source of error.

5. Transparent communication: Clear information for the public and staff about which equipment is missing, how safety is ensured and when retrofitting is planned.

What must happen by December and beyond

For the start in December it may be enough to make the vehicles technically operational. More sensible is a binding timetable for the next six to twelve months: How many C1 drivers will be trained? When will the removed parts be reinstalled? Who will check the safety of the provisional installations? Without such milestones there is a danger that a pragmatic emergency fix becomes a lasting deficit.

Conclusion: pragmatism with a schedule

The responsible parties are banking on a compromise: run now, retrofit later. That is pragmatic — and risky. In the mornings, when you hear the rumble of the vehicles, joy is great: they run when needed. But trust in the emergency services is built not only through deployments but through reliability in equipment and personnel planning. A binding timetable for training, technical retrofits and transparent communication structures would turn the loud sigh of relief into a sustainable one — not just a temporary band‑aid on an avoidable problem.

Until retrofitting takes place, you will see the vehicles at familiar spots: outside clinics, at crossings, often on short routes — somewhat lighter, technically modern, but with gaps inside. For many on site that is the most important thing for now: they run when needed. The clock is still ticking.