Safety Of Life At Sea

(SOLAS)
 Titanic
• Titanic Disaster, one of the worst maritime disasters in history. The luxury liner Titanic (46,000
gross tons) of the White Star Line, on its maiden voyage from Southampton to New York City,
struck an iceberg about 95 miles south of the Grand Banks of Newfoundland just before
midnight on April 14, 1912. Of the more than 2,220 persons aboard, about 1,513 died,.
• The ship had been proclaimed unsinkable because of its 16 watertight compartments.
Nevertheless, the iceberg sufficiently damaged the Titanic to make it sink in less than three
hours. Subsequent investigations found that the ship had been steaming too fast in dangerous
waters, that the captain had ignored radio transmissions warning of ice, that lifeboat space had
been provided for only about half of the passengers and crew, and that the Californian, close to
the scene, had not come to the rescue because its radio operator was off duty and asleep.
These findings led to many reforms, such as lifeboat space for every person on a ship, lifeboat
drills, the maintenance of a full-time radio watch while at sea, and an international ice patrol.
• Although these visits brought back haunting photographs and artifacts, no one had ever been
able to thoroughly assess the damage caused by the Titanic's collision with the iceberg.
Historians had long thought the sinking of the vessel resulted from massive damage to the
ship's steel hull. Experts have since found evidence, however, that it was the location, rather
than the extent, of the damage that caused the ship to sink.
 History of SOLAS
• In 1914, two years after the Titanic disaster of 1912, in which
1,503 people lost their lives, maritime nations gathered in
London adopted the International Convention for the Safety of
Life at Sea (SOLAS Convention), taking into account lessons
learned from the Titanic.
• The 1914 version was superseded by SOLAS 1929, SOLAS
1948, SOLAS 1960 (the first adopted under the auspices of the
International Maritime Organization) and SOLAS 1974.
• SOLAS 1974 is still in force today, but it has been amended and
updated many times.
• The regulations relating to life saving appliances and
arrangements, contained in chapter III of SOLAS, a new version
of which entered into force on 1 July 1998, are intended to
ensure that in the event of a catastrophe at sea, passengers and
crew have the greatest chances of survival.
• Improved design and equipment, better fire protection, satellite
communications, rescue planes and helicopters and trained
personnel also contribute to improved safety at sea.
 SOLAS
• International Convention for the Safety of Life
at Sea signed in London on 17 June 1960
(SOLAS 60)
• International Convention for the Safety of Life
at Sea (SOLAS 1974/78/88/2000)
– Adopted in November 1974 (SOLAS 1974)
– Amended by the Protocol adopted on 17 February
1978 (1978 SOLAS Protocol)
– Amended by the Protocol adopted on 11
November 1988 (1988 SOLAS Protocol)
– Amended by the Protocol adopted on
• Chapter I: General provisions
• Chapter II-1: Construction- Subdivision and stability,
machinery and electrical installations,
• Part A general
• Part B Subdivision and stability
• Part B-1 Subdivision and damage stability of cargo
ships
• Part C Machinery Installations
• Part D Electrical Installations
• Part E Additional requirements for periodically
unattended machinery spaces
• Chapter II-2 Construction-Fire protection, fire
detection and fire extinction
• Chapter III Life saving appliances and arrangements
• Chapter IV Radiocommunications
• Chapter V Safety of navigation
• Chapter VI Carriage of cargoes
• Chapter VII Carriage of dangerous goods
• Chapter VIII Nuclear ships
• Chapter IX Management for the safe operation of
ships
• Chapter X Safety measures for high-speed craft
• Chapter XI Special measures to enhance maritime
safety
• Chapter XII Additional safety measures for bulk
carriers
• Introduction and history
History
The SOLAS Convention in its successive forms is generally regarded as the most important
of all international treaties concerning the safety of merchant ships. The first version was
adopted in 1914, in response to the Titanic disaster, the second in 1929, the third in 1948,
and the fourth in 1960.
The 1960 Convention - which was adopted on 17 June 1960 and entered into force on 26
May 1965 - was the first major task for IMO after the Organization's creation and it
represented a considerable step forward in modernizing regulations and in keeping pace with
technical developments in the shipping industry.
The intention was to keep the Convention up to date by periodic amendments but in practice
the amendments procedure proved to be very slow. It became clear that it would be
impossible to secure the entry into force of amendments within a reasonable period of time.
As a result, a completely new Convention was adopted in 1974 which included not only the
amendments agreed up until that date but a new amendment procedure - the tacit
acceptance procedure - designed to ensure that changes could be made within a specified
(and acceptably short) period of time.
Instead of requiring that an amendment shall enter into force after being accepted by, for
example, two thirds of the Parties, the tacit acceptance procedure provides that an
amendment shall enter into force on a specified date unless, before that date, objections to
the amendment are received from an agreed number of Parties.
As a result the 1974 Convention has been updated and amended on numerous occasions.
The Convention in force today is sometimes referred to as SOLAS, 1974, as amended.
 Amendments
• Amendment procedure
Article VIII of the SOLAS 1974 Convention states that amendments can be made either:
• After consideration within IMO
Amendments proposed by a Contracting Government are circulated at least six months before consideration by
the Maritime Safety Committee (MSC) - which may refer discussions to one or more IMO Sub-Committees - and
amendments are adopted by a two-thirds majority of Contracting Governments present and voting in the MSC.
Contracting Governments of SOLAS, whether or not Members of IMO are entitled to participate in the
consideration of amendments in the so-called "expanded MSC".

• Amendments by a Conference
A Conference of Contracting Governments is called when a Contracting Government requests the holding of a
Conference and at least one-third of Contracting Governments agree to hold the Conference. Amendments are
adopted by a two-thirds majority of Contracting Governments present and voting.
In the case of both a Conference and the expanded MSC, amendments (other than to Chapter I) are deemed to
have been accepted at the end of a set period of time following communication of the adopted amendments to
Contracting Governments, unless a specified number of Contracting Governments object. The length of time from
communication of amendments to deemed acceptance is set at two years unless another period of time - which
must not be less than one year - is determined by two-thirds of Contracting Governments at the time of adoption.
Amendments to Chapter I are deemed accepted after positive acceptance by two-thirds of Contracting
Governments.
Amendments enter into force six months after their deemed acceptance.
The minimum length of time from circulation of proposed amendments through entry into force is 24 months -
circulation: six months, adoption to deemed acceptance date: 12 months minimum; deemed acceptance to entry
into force: six months.
However, a resolution adopted in 1994 makes provision for an accelerated amendment procedure to be used in
exceptional circumstances - allowing for the length of time from communication of amendments to deemed
acceptance to be cut to six months in exceptional circumstances and when this is decided by a Conference. In
practice to date, the expanded MSC has adopted most amendments to SOLAS, while Conferences have been
held on several occasions - notably to adopt whole new Chapters to SOLAS or to adopt amendments proposed in
response to a specific incident.
 Technical provisions
• The main objective of the SOLAS Convention is to
specify minimum standards for the construction,
equipment and operation of ships, compatible with
their safety. Flag States are responsible for ensuring
that ships under their flag comply with its
requirements, and a number of certificates are
prescribed in the Convention as proof that this has
been done. Control provisions also allow Contracting
Governments to inspect ships of other Contracting
States if there are clear grounds for believing that the
ship and its equipment do not substantially comply
with the requirements of the Convention - this
procedure is known as Port State Control. The
current SOLAS Convention includes Articles setting
out general obligations, amendment procedure and
so on, followed by an Annex divided into 12 Chapters.
 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.
Part A - Application, definitions, etc.
 Regulation 1 - Application

(a). Unless expressly provided otherwise, the

present regulations apply only to ships
engaged on international voyages.
(b). The classes of ships to which each
chapter applies are more precisely defined,
and the extent of the application is shown,
in each chapter
 Regulation 2 - Definitions
For the purpose of the present regulations, unless expressly provided otherwise:
(a). Regulations means the regulations contained in the annex to the present Convention.
(b). Administration means the Government of the State whose flag the ship is entitled to fly.
(c). Approved means approved by the Administration.
(d). International voyage means a voyage from a country to which the present Convention applies
to a port outside such country, or conversely.
(e). A passenger is every person other than:
(i). the master and the members of the crew or other persons employed or engaged in any
capacity on board a ship on the business of that ship; and
(ii). a child under one year of age.
(f). A passenger ship is a ship which carries more than twelve passengers.
(g). A cargo ship is any ship which is not a passenger ship.
(h). A tanker is a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an
inflammable nature.
(i). A fishing vessel is a vessel used for catching fish, whales, seals, walrus or other living
resources of the sea.
(j). A nuclear ship is a ship provided with a nuclear power plant.
(k). New ship means a ship the keel of which is laid or which is at a similar stage of construction
on or after 25 May 1980.
(l). Existing ship means a ship which is not a new ship.
(m). A mile is 1,852 m or 6,080 ft.
(n). Anniversary date means the day and the month of each year which will correspond to the date
of expiry of the relevant certificate
 Regulation 3 - Exceptions

(a). The present regulations, unless expressly provided

otherwise, do not apply to:
(i). Ships of war and troopships.
(ii). Cargo ships of less than 500 tons gross tonnage.
(iii). Ships not propelled by mechanical means.
(iv). Wooden ships of primitive build.
(v). Pleasure yachts not engaged in trade.
(vi). Fishing vessels.
(b). Except as expressly provided in chapter V, nothing
herein shall apply to ships solely navigating the Great
Lakes of North America and the River St Lawrence as
far east as a straight line drawn from Cap des Rosiers
to West Point, Anticosti Island and, on the north side of
Anticosti Island, the 63rd meridian.
 Regulation 4 - Exemptions
(a). A ship which is not normally engaged on international voyages but
which, in exceptional circumstances, is required to undertake a
single international voyage may be exempted by the Administration
from any of the requirements of the present regulations provided that
it complies with safety requirements which are adequate in the
opinion of the Administration for the voyage which is to be
undertaken by the ship.
(b). The Administration may exempt any ship which embodies features
of a novel kind from any of the provisions of chapters II-1, II-2, III
and IV of these regulations the application of which might seriously
impede research into the development of such features and their
incorporation in ships engaged on international voyages. Any such
ship shall, however, comply with safety requirements which, in the
opinion of that Administration, are adequate for the service for which
it is intended and are such as to ensure the overall safety of the ship
and which are acceptable to the Governments of the States to be
visited by the ship. The Administration which allows any such
exemption shall communicate to the Organization particulars of
same and the reasons therefor which the Organization shall circulate
to the Contracting Governments for their information.
 Regulation 5 - Equivalents
(a). Where the present regulations require that a particular
fitting, material, appliance or apparatus, or type thereof,
shall be fitted or carried in a ship, or that any particular
provision shall be made, the Administration may allow any
other fitting, material, appliance or apparatus, or type
thereof, to be fitted or carried, or any other provision to be
made in that ship, if it is satisfied by trial thereof or
otherwise that such fitting, material, appliance or apparatus,
or type thereof, or provision, is at least as effective as that
required by the present regulations.
(b). Any Administration which so allows, in substitution, a
fitting, material, appliance or apparatus, or type thereof, or
provision, shall communicate to the Organization particulars
thereof together with a report on any trials made and the
Organization shall circulate such particulars to other
Contracting Governments for the information of their
officers.
 Regulation 6 - Inspection and survey
(a). The inspection and survey of ships, so far as regards the enforcement of
the provisions of the present regulations and the granting of exemptions
therefrom, shall be carried out by officers of the Administration. The
Administration may, however, entrust the inspections and surveys either to
surveyors nominated for the purpose or to organizations recognized by it.
(b). The Administration shall institute arrangements for unscheduled
inspections to be carried out during the period of validity of the certificate.
Such inspections shall ensure that the ship and its equipment remain in all
respects satisfactory for the service for which the ship is intended. These
inspections may be carried out by the Administration’s own inspection
services, or by nominated surveyors, or by recognized organizations, or by
other Parties upon request of the Administration. Where the Administration,
under the provisions of regulations 8 and 10 of this chapter, establishes
mandatory annual surveys, the above unscheduled inspections shall not be
obligatory.
(c). An Administration nominating surveyors or recognizing organizations to
conduct inspections and surveys as set forth in paragraphs (a) and (b) shall
as a minimum empower any nominated surveyor or recognized organization
to:
(i). require repairs to a ship, and
(ii). carry out inspections and surveys if requested by the appropriate
authorities of a port State.
 Regulation 6 - Inspection and survey

The Administration shall notify the Organization of the specific responsibilities and
conditions of the authority delegated to nominated surveyors or recognized
organizations.
(d). When a nominated surveyor or recognized organization determines that the condition
of the ship or its equipment does not correspond substantially with the particulars of
the certificate or is such that the ship is not fit to proceed to sea without danger to the
ship, or persons on board, such surveyor or organization shall immediately ensure that
corrective action is taken and shall in due course notify the Administration. If such
corrective action is not taken the relevant certificate should be withdrawn and the
Administration shall be notified immediately; and, if the ship is in the port of another
Party, the appropriate authorities of the port State shall also be notified immediately.
When an officer of the Administration, a nominated surveyor or recognized
organization has notified the appropriate authorities of the port State, the Government
of the port State concerned shall give such officer, surveyor or organization any
necessary assistance to carry out their obligations under this regulation. When
applicable, the Government of the port State concerned shall ensure that the ship shall
not sail until it can proceed to sea, or leave port for the purpose of proceeding to the
appropriate repair yard, without danger to the ship or persons on board.
(e). In every case, the Administration shall fully guarantee the completeness and efficiency
of the inspection and survey, and shall undertake to ensure the necessary
arrangements to satisfy this obligation.
 Regulation 7 - Surveys of passenger
ships

(a). A passenger ship shall be subjected to

the surveys specified below:
(i). A survey before the ship is put in service.
(ii). A periodical survey once every 12
months.
(iii). Additional surveys, as occasion arises.
 Chapter II-1 - Construction - Subdivision and
stability, machinery and electrical installations
• 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. The steering gear requirements of this
Chapter are particularly important.
 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 fire-fighting purposes; ready availability of fire-
extinguishing appliances; minimization of the possibility of ignition of
flammable cargo vapour.
 Chapter III - Life-saving appliances and
arrangements
The Chapter includes requirements for life-saving
appliances and arrangements, including
requirements for life boats, rescue boats and life
jackets according to type of ship.
The International Life-Saving Appliance (LSA)
Code gives specific technical requirements for
LSAs and is mandatory under Regulation 34,
which states that all life-saving appliances and
arrangements shall comply with the applicable
requirements of the LSA Code.
 Chapter IV - Radiocommunications

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
transponders (SARTs) for the location of the ship or survival craft.
Regulations in Chapter IV cover undertakings by contracting
governments to provide radiocommunciation services as well as
ship requirements for carriage of radiocommunications equipment.
The Chapter is closely linked to the Radio Regulations of the
International Telecommunication Union.
 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; routeing 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 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 ship identification systems (AIS) for certain ships.
 Chapter VI - Carriage of Cargoes

The Chapter covers all types of cargo (except liquids and

gases in bulk) "which, owing to their particular hazards to
ships or persons on board, may require special
precautions".

The regulations include requirements for stowage and

securing of cargo or cargo units (such as containers).

The Chapter requires cargo ships carrying grain to

comply with the International Grain Code.
 Chapter VII - Carriage of dangerous
goods
• Part A - Carriage of dangerous goods in packaged form - includes
provisions for the classification, packing, marking, labelling 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.
• 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.
 Chapter VII - Carriage of dangerous
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
Wastes on Board Ships (INF Code).
 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.
 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").
 Chapter X - Safety measures for high-
speed craft
The Chapter makes mandatory the International Code of Safety for
High-Speed Craft (HSC Code).
 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 on Administrations' behalves); enhanced surveys; ship
identification number scheme; and port State control on operational
requirements.
 Chapter XI-2 - Special measures to
enhance maritime security
The Chapter was adopted in December 2002 and entered into force on 1 July
2004. Regulation XI-2/3 of the new 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.
The regulation requires Administrations to set security levels and ensure the
provision of security level information to ships entitled to fly their flag. Prior
to entering a port, or whilst in a port, within the territory of a Contracting
Government, a ship shall comply with the requirements for the security level
set by that Contracting Government, if that security level is higher than the
security level set by the Administration for that ship.
 Chapter XII - Additional safety measures
for bulk carriers
• The Chapter includes structural requirements for bulk carriers over
150 metres in length.