Contents of SOLAS
Learning objectives:
After reading this topic, you will be able to understand
• The contents of SOLAS.
Introduction : This section provides the contents of SOLAS chapters 1 to 14.
SOLAS PART 1: Gives background about the Convention, definitions, certificates, Protocol of
1988. It consists of 14 Chapters and an Appendix showing the format of certificates
SOLAS Part 2: Contains the Annexes
Annex 1 - Certificates and documents required to be carried on board ships
Annex 2 - List of Resolutions adopted by the SOLAS Conferences
SOLAS- Chapter I General provisions: Includes regulations concerning the survey of the
various types of ships and the issuing of documents signifying that the ship meets the
requirements of the Convention. The Chapter also includes provisions for the control of ships in
ports of other Contracting Governments.
SOLAS- Chapter II-1 Construction – Structure, subdivision and stability, machinery
and electrical installations: Includes regulations concerning
• Structure of ships
• Stability
• Subdivision, watertight and weathertight integrity
• Subdivision load line assignment for passenger ships
• Stability management
• Machinery installations
• Electrical installations
• Additional requirements for periodically unattended machinery spaces
• Alternative design and arrangements
• Ships using low – flashpoint fuels
The subdivision of passenger ships into watertight compartments must be such that after
assumed damage to the ship's hull the vessel will remain afloat and stable. Requirements for
watertight integrity and bilge pumping arrangements for passenger ships are also laid down as
well as stability requirements for both passenger and cargo ships.
The degree of subdivision - measured by the maximum permissible distance between two
adjacent bulkheads - varies with ship's length and the service in which it is engaged. The
highest degree of subdivision applies to passenger ships.
Requirements covering machinery and electrical installations are designed to ensure that
services which are essential for the safety of the ship, passengers and crew are maintained
under various emergency conditions.
"Goal-based standards" for oil tankers and bulk carriers were adopted in 2010, requiring new
ships to be designed and constructed for a specified design life and to be safe and
environmentally friendly, in intact and specified damage conditions, throughout their life.
Under the regulation, ships should have adequate strength, integrity and stability to minimize
the risk of loss of the ship or pollution to the marine environment due to structural failure,
including collapse, resulting in flooding or loss of watertight integrity.
IGF Code – International code of safety for ships using gases or other low-flashpoint fuels was
adopted in order to provide an International standard for the safety of ships using low-
flashpoint fuel, other than ships covered by the IGC code.
IS Code – International code on Intact Stability is to provide mandatory requirements and
recommended provisions relating to Intact Stability, based primarily on existing IMO
Instruments.
Code on Noise levels on board ships is to provide measures for the protection against noise in
machinery spaces of ships.
SOLAS- Chapter II-2 Fire protection, fire detection and fire extinction: Includes
detailed fire safety provisions for all ships and specific measures for passenger ships, cargo
ships and tankers.
They include the following principles:
• Division of the ship into main and vertical zones by thermal and structural boundaries
• Separation of accommodation spaces from the remainder of the ship by thermal and
structural boundaries
• Restricted use of combustible materials
• Detection of any fire in the zone of origin
• Containment and extinction of any fire in the space of origin
• Protection of the means of escape or of access for firefighting purposes
• Ready availability of fire extinguishing appliances
• Minimization of the possibility of ignition of flammable cargo vapor
FSS Code – International Code for Fire Safety Systems provides international standards of
specific engineering specifications for fire safety systems required under this chapter.
FTP Code – International code for application of Fire Test Procedures is for use by the
Administration and the competent authority of the flag state when approving products for
installation in ships flying the flag of the flag state in accordance with the fire safety
requirements.
SOLAS- Chapter III Life-saving appliances and arrangements: Includes requirements for
life-saving appliances and arrangements, including requirements for life boats, rescue boats
and life jackets according to type of ship.
The Life-Saving Appliance (LSA) Code provides international requirements for the Life-saving
appliances required by this chapter.
SOLAS- Chapter IV Radio communications
The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS)
All passenger ships and all cargo ships of 300 gross tonnage and upwards on international
voyages are required to carry equipment designed to improve the chances of rescue following
an accident, including satellite emergency position indicating radio beacons (EPIRBs) and
search and rescue radar transponders (SARTs) for the location of the ship or survival craft.
Regulations in Chapter IV cover undertakings by contracting governments to provide radio
communication services as well as ship requirements for carriage of radio communications
equipment.
The Chapter is closely linked to the Radio Regulations of the International Telecommunication
Union.
SOLAS- Chapter V Safety of navigation: Chapter V identifies certain navigation safety
services which should be provided by Contracting Governments and sets forth provisions of an
operational nature applicable in general to all ships on all voyages.
This is in contrast to the Convention as a whole, which only applies to certain classes of ship
engaged on international voyages. The subjects covered include the maintenance of
meteorological services for ships; the ice patrol service; routing of ships; and the maintenance
of search and rescue services.
This Chapter also includes a general obligation for masters to proceed to the assistance of
those in distress (Good Samaritan Law-Law of the Sea) and for Contracting Governments to
ensure that all ships shall be sufficiently and efficiently manned from a safety point of view.
The chapter makes mandatory the carriage of voyage data recorders (VDRs) and automatic
identification system (AIS) for certain ships.
SOLAS- Chapter VI Carriage of Cargoes: This Chapter applies to the carriage of all types of
cargo (except liquids in bulk and gases in bulk) which, owing to their particular hazards to
ships or persons on board, may require special precautions.
The IMSBC Code – International Maritime Solid Bulk Cargoes Code is to facilitate the safe
stowage and shipment of solid bulk cargoes.
The CSS Code – Code of Safe practice for cargo stowage and securing applies to cargoes
carried on board ships, other than solid and liquid bulk cargoes and timber stowed on deck.
The International Grain Code – International code for the safe carriage of grain in bulk, applies
to engaged in the carriage of grain in bulk.
The BLU Code – Code of practice for the safe loading and unloading of bulk carriers has been
developed by IMO to minimize losses of bulk carriers.
The TDC Code - Code of safe practice for ships carrying Timber Deck Cargoes is to define
structural requirements to ensure safety in the handling, stacking and transporting of
containers.
SOLAS- Chapter VII Carriage of dangerous goods
Part A - Carriage of dangerous goods in packaged form - includes provisions for the
classification, packing, marking, labeling and placarding, documentation and stowage of
dangerous goods. Contracting Governments are required to issue instructions at the national
level and the Chapter makes mandatory the International Maritime Dangerous Goods (IMDG)
Code, developed by IMO, which is constantly updated to accommodate new dangerous goods
and to supplement or revise existing provisions.
The IMDG Code was first adopted by IMO in 1965 and has been kept up to date by regular
amendments, including those needed to keep it in line with United Nations Recommendations
on the Transport of Dangerous Goods which sets the basic requirements for all the transport
modes.
Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the documentation,
stowage and segregation requirements for these goods and requires reporting of incidents
involving such goods
Part B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk
and requires chemical tankers built after 1 July 1986 to comply with the International Bulk
Chemical Code (IBC Code)
Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas
carriers constructed after 1 July 1986 to comply with the requirements of the International Gas
Carrier Code (IGC Code)
Part D includes special requirements for the carriage of packaged irradiated nuclear fuel,
plutonium and high-level radioactive wastes on board ships and requires ships carrying such
products to comply with the International Code for the Safe Carriage of Packaged Irradiated
Nuclear Fuel, Plutonium and High-Level Radioactive waste on Board Ships (INF Code)
The chapter requires carriage of dangerous goods to be in compliance with the relevant
provisions of the International Maritime Dangerous Goods Code (IMDG Code)
SOLAS- Chapter VIII - Nuclear ships: Gives basic requirements for nuclear-powered ships
and is particularly concerned with radiation hazards It refers to detailed and comprehensive
Code of Safety for Nuclear Merchant Ships which was adopted by the IMO Assembly in 1981
SOLAS- Chapter IX - Management for the Safe Operation of Ships: The Chapter makes
mandatory the International Safety Management (ISM) Code, which requires a safety
management system to be established by the shipowner or any person who has assumed
responsibility for the ship (the "Company")
SOLAS-Chapter X - Safety measures for high-speed craft: The Chapter makes mandatory
the International Code of Safety for High-Speed Craft (HSC Code)
SOLAS-Chapter XI-1 - Special measures to enhance maritime safety: The Chapter
clarifies requirements relating to authorization of recognized organizations (responsible for
carrying out surveys and inspections) in accordance with RO Code – Code for recognized
organization.
Bulk carriers and oil tankers as defined in other chapters shall be subject to an enhanced
program of inspections in accordance with the ESP Code – International Code on the enhanced
program of inspections during surveys of bulk carriers and oil tankers.
Casualty investigation code – Code of the international standards and recommended practices
for a safety investigation into a marine casualty or marine incident is to provide a common
approach for States to adopt in the conduct of marine safety investigations into marine
casualties and marine incidents.
SOLAS-Chapter XI-2 - Special measures to enhance maritime security: The Chapter
was adopted in December 2002 and entered into force on 1 July 2004.
ISPS Code – The International Ship and Port Facility Security Code is to establish an
international framework to detect/assess security threats and take preventive measures
against security incidents affecting ships or port facilities.
Regulation XI-2/2 of the chapter enshrines the International Ship and Port Facilities Security
Code (ISPS Code). Part A of the Code is mandatory and part B contains guidance as to how
best to comply with the mandatory requirements.
Regulation XI-2/8 confirms the role of the Master in exercising his professional judgment over
decisions necessary to maintain the security of the ship. It says he shall not be constrained by
the Company, the charterer or any other person in this respect.
Regulation XI-2/6 requires all ships to be provided with a ship security alert system.
Regulation XI-2/10 covers requirements for port facilities, providing among other things for
Contracting Governments to ensure that port facility security assessments are carried out and
that port facility security plans are developed, implemented and reviewed in accordance with
the ISPS Code. Other regulations in this chapter cover the provision of information to IMO, the
control of ships in port, (including measures such as the delay, detention, restriction of
operations including movement within the port, or expulsion of a ship from port), and the
specific responsibility of Companies.
SOLAS-Chapter XII - Additional safety measures for bulk carriers: The Chapter includes
structural requirements for bulk carriers over 150 meters in length.
SOLAS-Chapter XIII – Verification of Compliance: Under III code – IMO Instruments
Implementation Code - contracting governments shall use the provisions of this code for
implementation in the execution of their obligations and responsibilities in SOLAS Convention.
This was made mandatory from 1 January 2016 the IMO Member State Audit Scheme.
SOLAS-Chapter XIV - Safety Measures for Ships Operating in Polar Waters: The Polar
Code - International code for Ships Operating in Polar Waters has been developed to increase
the safety of ships operation and mitigate the impact on the people and environment in the
remote, vulnerable and potentially harsh Polar Waters. The chapter was made mandatory,
from 1 January 2017, the Introduction and part I-A of the International Code for Ships
Operating in Polar Waters (the Polar Code).
Brief discussion on the reasons for Bulk Carrier losses in the early 1990s and how provisions
detailed in Chapter XII of SOLAS 74 as amended will contribute towards the safety of bulk-
carriers:
A study into bulk carrier survivability carried out by the International Association of
Classification Societies (IACS), at the request of IMO, found that if a ship is flooded in the
forward hold, the bulkhead between the two foremost holds may not be able to withstand the
pressure that results from the sloshing mixture of cargo and water, especially if the ship is
loaded in alternate holds with high-density cargoes (such as iron ore). If the bulkhead between
one hold and the next collapses, progressive flooding could rapidly occur throughout the length
of the ship and the vessel would sink in a matter of minutes.
The IACS concluded that the most vulnerable areas are the bulkhead between numbers one
and two holds at the forward end of the vessel and the double bottom of the ship at this
location. It proposed that particular attention should be paid to these areas during special
surveys of ships and, where necessary, reinforcements should be carried out.
A study by the U.S. Maritime Administration {MARAD) found that a typical midsize bulk carrier
should survive all one-hold flooding so long as the ship is not suffering from metal wastage
and undetected cracks, but flooding of any two holds would have disastrous consequences.
Recommendations relating to the design and construction of bulk carriers’ issues considered by
IMO included:
1. Strength of hatch covers and coamings;
2. Freeboard and bow height;
3. Reserve buoyancy at fore end, including forecastles;
4. Structural means to reduce loads on hatch covers and forward structure; and
5. Foredeck and fore end access
The highest loss of life has been attributed to Cargo failure (liquefaction), totaling 101 lives
lost or 53.7% of total loss of life resulted from the 9 casualties.
The most common reported cause of ship losses has been Grounding, with 19 losses or 39.6 %
of total losses.
Losses due to Flooding for 6 ships (12.5%) and have been significant.
Losses of lives resulting from 6 ships lost with Unknown causes accounted for 61 lives, or
32.4% of total life losses; among these 6 ship losses were the 2 casualties in 2017 resulting in
32 lives lost.
Causes of Ship’s hull damage:
• Damage to side shell, externally through contact with docksides or tugs and, internally
from impact by cargo dislodging equipment during discharge, can result in initiating
fractures and/or fatigue of the structure. In single side-skin bulk carriers, bulkheads,
trunks and ballast tank boundaries, can present "hard spots" that concentrate forces
where the change in construction occurs (e.g. longitudinal to transverse framing). This
may lead to undetected fractures.
• Internal degradation through corrosion may be accelerated through chemical action
from certain cargoes. Welds in particular may be subject to "grooving" corrosion, in
which the material forming the weld corrodes at a faster rate than the plating to which
it is attached. Fatigue failure may result due to loss of cross-sectional area in the
plating joints.
• Damage to bow plating such as is possible through impacts associated with swinging or
loosely stowed anchors may cause an initiating fracture or fatigue in bow shell plating
that could lead to failure and subsequent flooding. Internal integrity of forward spaces
(that are usually used for ballast and/or stores) is therefore of vital importance.
Corrosion degradation will seriously reduce the ability of plating and stiffening to
withstand the forces to which it will be subjected. In larger ships, partially filled
forepeak tanks may set up destructive sloshing forces unless the tank structure is
designed for this.
• External forces horizontal and/or vertical - may cause hatch cover dislodgement. The
cargo hatchway, if it loses its protection in this way, is a major access for water ingress
and a serious threat to the integrity of the hull.
• When a vessel requires repairs to damaged equipment or to the hull it is necessary for
the work to be carried out to the satisfaction of the classification society surveyors. In
order that the ship maintains its class, approval of the repairs undertaken must be
obtained from the surveyors either at the time of the repair or at the earliest
opportunity.
Provisions as detailed in Chapter XII of SOLAS 74 as amended, has contributed
towards the safety of bulk-carrier as follows:
The regulations state that all new bulk carriers of 150 metres or more in length (built after 1
July 1999) carrying cargoes with a density of 1000 kg/m3 and above should have sufficient
strength to withstand flooding of any one cargo hold, taking into account dynamic effects
resulting from the presence of water in the hold and taking into account recommendations
adopted by IMO.
For existing ships (built before 1 July 1999) carrying bulk cargoes with a density of 1780 kg/
m3 and above, the transverse watertight bulkhead between the two foremost cargo holds and
the double bottom of the foremost cargo hold should have sufficient strength to withstand
flooding and the related dynamic effects in the foremost cargo hold.
Cargoes with a density of 1780 kg/m3 and above include iron ore, pig iron, steel, bauxite and
cement. Less dense cargoes, but with a density of more than 1000 kg/m3, include grains such
as wheat and rice, and timber.
Chapter XII allows surveyors to take into account restrictions on the cargo carried when
considering the need for, and the extent of, strengthening of the transverse watertight
bulkhead or double bottom. When restrictions on cargoes are imposed, the bulk carrier should
be permanently marked with a solid triangle on its side shell.
The date of application of chapter XII to existing bulk carriers depends on their age. Bulk
carriers which are 20 years old and over on 1 July 1999 were to comply by the date of the first
intermediate or periodical survey after that date, whichever was sooner. Bulk carriers aged
15±20 years had to comply by the first periodical survey after 1 July 1999, but not later than 1
July 2002. Bulk carriers less than 15 years had to comply by the date of the first periodical
survey after the ship reaches 15 years of age, but not later than the date on which the ship
reached 17 years of age.
In order to safeguard from these factors, bulk carrier ships are now added to the enhanced
survey program (ESP) along with oil tanker ships. Some important points that help in
improving the overall safety of the ship:
1. Reinforcing the corrugated transverse bulkhead
Corrugated bulkheads can be seen as a transverse arrangement on the inside of the cargo
holds. The concave shape is achieved by the use of plate rolls or heat line bending. The
corrugated has a higher strength than a flat plate when subjected to bending moments during
cargo operations or even at sea.
Reinforcing the corrugated transverse bulkhead installed between No.1 and No.2 cargo holds
and the double bottom of No. 1 hold. This ensures watertight integrity to be maintained at all-
time even when side hold or bottom is damaged.
2. Water Ingress Alarm
• Water level detection and alarm system is to be located on the navigation bridge and be
capable of detecting water ingress at all cargo holds and spaces and ballast tank
forward of collision bulk head. In general, FPT, Bosn’s Store, F’cle Space excluding chain
lockers are considered as these spaces.
• Water levels are to be detected at as close to the center line (within B/6m from center
line), or at both the port and starboard sides of the cargo hold Ship Bilge alarms and
water ingress detectors had already been provided in accordance with SOLAS
Regulation 9 Chapter XII.
• The water ingress alarm is in place seeing as the ingress of water may taint or corrupt
the cargo/commodity being carried on a bulk carrier.
• In each cargo hold, the systems are to give alarms when the water level reaches the
following (a) and (b) at the aft end of the cargo hold. (a) a height of 0.5m above the
inner bottom. (b) a height not less than 15% of the depth of the cargo hold but not
more than 2.0m.
• In any ballast tank forward of the collision bulk head, the system is to give an alarm
when the liquid in the tank reaches a level not exceeding 10% of the tank capacity. In
any dry or void space other than chain locker, any part of which extends forward of the
foremost cargo hold and the volume of which exceeds 0.1% of the ship’s maximum
displacement volume, the system is to give an alarm at a water level of 0.1m above the
deck.
• In any dry or void space other than chain locker, any part of which extends forward of
the foremost cargo hold and the volume of which exceeds 0.1% of the ship’s maximum
displacement volume, the system is to give an alarm at a water level of 0.1m above the
deck.
3. Avoiding Deck Wetness
Increasing the Integrity of fore-deck fittings on bulk carriers to avoid the problem of deck
wetness i.e. flowing water on ship’s deck due to rough weather, also known as green water
loading
4. Fitting Bulwark
Bulwark is the extension of a ship’s sides above the level of the deck. Not only does it fulfil the
purpose of strengthening but it also prevents the outflow of water or, God forbid, oil! Fitting of
suitable bulwark in the fore part of the ship as per the requirement to avoid green water
condition
5. Reinforcing Hatch Cover
Hatch covers are the primary arrangement for protecting the cargo being carried onboard;
also, to maintain the watertight integrity as well as to protect the cargo from the sea, sun and
the weather in general. Reinforce the hatch cover which is located at the forward of the ship
within 0.25L, where L is length of the ship
6. Maintain Water Tightness
Maintaining water tightness of all the hatch covers to avoid water ingress. A fire hose may be
used on high pressure to subject the hinges to a water jet at full force that can be used to
determine the watertight integrity of the hatch.
7. Double Skin Side Shell Frame
Side shell frame to be double skin ensuring extra safety in case of structural damage. In
layman terms, if one layer is compromised or breached, there is another layer to ensure that
the hull is not entirely breached which might result in a lot of damage to the ship and its
contents
8. Cargo Hatch Cover Alarm
Installation of an alarm system for opening and closing of hatch cover for additional safety.
When there is sudden downpour in port it is essential to close the hatch swiftly to ensure that
the cargo does not get tainted due to the water. The presence of an alarm system is essential
for the safety of crew as well as the cargo
9. Anti-Corrosion Paint
A good anti corrosive coating on the ship’s structure to avoid damage due to corrosion. The
ship is subjected to great stresses from the sea which might result in causing the structure to
reduce in strength.
International Maritime Solid Bulk Cargoes (IMSBC) Code – facilitates the safe stowage and
shipment of solid bulk cargoes by providing information on the risks associated with their
shipment, and the procedures to be adopted for carriage.
The primary aim of the International Maritime Solid Bulk Cargoes Code (IMSBC Code), which
replaces the Code of Safe Practice for Solid Bulk Cargoes (BC Code), is to facilitate the safe
stowage and shipment of solid bulk cargoes by providing information on the dangers
associated with the stowage and shipment of certain types of solid bulk cargoes and
instructions on procedures to be adopted when shipment of such bulk cargoes is contemplated.
