unnecessary, were scientists themselves to expend more effort in educating the public to environmental issues of concern. However, few scientists are either keen to assume such a role or permitted so to do by their employers. In any event, many scientists perform poorly at such tasks, lapsing inevitably into jargon and confus- ing complexity, when the public requires directness and simplicity. The latter qualities the conservation organ- izations produce, but are then berated by scientists for oversimplification and inexactitude. Nevertheless, in a democratic society, the people have the right to decide

Marine Pollution Bullclin

major issues; those concerning the environment should surely be decided by everyone. Unless the scientists venture forth from their laboratories and speak in tongues the public can understand, the "amateurs" are surely needed, and will certainly continue to be listened to. Whilst the sinking of the Rainbow Warrior is clearly reprehensible whatever one's view of nuclear testing, the fact of it having taken place points unerringly to the per- ceived power of organizations such as Greenpeace. at least in some quarters.

DAVID J. H. PHILLIPS

1983 SOLAS Amendments Enter into Force The second set of amendments to the International Convention for the Safety of Life at Sea (SOLAS) 1974 entered into force on 1 July 1986. They affect five chapters of the Convention, which is the most important of all international agreements concerning safety at sea.

The main changes concern life-saving appliances and arrangements, and requirements for gas carriers and chemical tankers. The amendments were adopted by the International Maritime Organisation in June 1983 and are part of a continuing process of improvement which is designed to keep the SOLAS Convention up-to-date. The Convention entered into force in 1980.

Chapter III of the 1974 Convention is basically the same as that in the 1960 Convention and the 1983 amendments amount to a complete revision. The new requirements will apply to ships the keels of which are laid on or after 1 July 1986 but a few, mostly dealing with operational matters and drills, will also apply to existing ships. Some equipment requirements--dealing with communication equipment, personal life-saving appliances and retroreflective tapes will also apply to existing ships but not until 1 July 1991.

The amendments are designed not only to take into account new developments but also to expedite the evaluation and introduction of further improvements. One feature of the new chapter is its detail. Whereas the language used in the original chapter III is sometimes very general leaving interpretation to Administrations, the new chapter is much more precise.

Among the more important changes introduced are those involving lifeboats and liferafts. Lifeboats now required by chapter III of SOLAS 1974 are of the tradi- tional open design, most of them without power. The revised chapter requires that a//lifeboats be equipped with an engine. Cargo ships must carry totally-enclosed lifeboats which are also self-righting; lifeboats carried on chemical tankers must have an air-support system and where cargoes are flammable (as on tankers) life- boats must protect the occupants against fire for at least eight minutes. Passenger ships may be equipped with partially-enclosed lifeboats (which are easier to board).

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In addition to lifeboats, a number of liferafts must also be carried on ships.

The new chapter III also requires cargo ships to carry at least one rescue boat--that is, a boat which is designed to rescue persons in distress and to marshal survival craft. Survival craft must be capable of being launched when the ship has a list of 20 degrees in either direction (the 1974 Convention refers to a 15 degree list). The new chapter also includes a requirement that lifeboats on ships of 20,000 gross tons and above be capable of being launched when the ship is making headway at speeds of up to 5 knots. This is in response to the fact that large ships can take much longer to stop than those in use in 1960.

The greatest danger in an accident at sea is not drowning but hyperthermia, and requirements to reduce this threat represent one of the most important princi- ples underlined in the new chapter, which includes requirements for improved personal life-saving appli- ances. These include immersion suits (protective suits which reduce the body heat-loss of a person in cold water) and thermal protective aids (a bag or suit made of waterproof material with low thermal conductivity).

Chapter VII of the Convention, which deals with the carriage of dangerous goods, has also been amended. These amendments are very important since they extend SOLAS's application to chemical tankers and liquefied gas carriers.

References have been inserted into chapter VII to two new codes which have been developed by IMO. These are the International Bulk Chemical Code and the International Gas Carrier Code. All gas carriers and chemical tankers built after 1 July 1986 must comply with the requirements of the appropriate Code.

Immersible Hazard Warning Signs Focal Displays Ltd of Mitcham, Surrey, UK, have pro- duced a range of IMO--sea and IATA--air hazard warning signs for the identification of dangerous sub- stances. The signs are screen printed with fast inks on self-adhesive vinyl material and conform to BS5609. They are produced to withstand 3 months immersion in seawater and are available in 100 mmX l00 mm, 200 mmX200 mm and 250 mmX250 mm sizes.