Safety Of Life At Sea
The International Convention for the Safety of Life at Sea
(SOLAS)Presentors:Edwin Abad Jr.Mikee Millet Zabat
The sinking of the RMS Titanic on April 15, 1912 caused the
death of more than 1,500 people in one of the deadliest maritime
disasters in modern history. April 10, 1912 RMS Titanic departing
Southampton
SOLAS 1914The United Kingdom Government suggested holding a
conference to develop international regulations. The 1st
international convention for the Safety of Life st Sea (SOLAS)
:
Was attended by the Representatives of 13 countries.Introduced
new international requirements dealing with safety of navigation
for all merchant shipsFormulate the provision of watertight and
fire-resistant bulkhead.Provision for life-saving
appliances.Provision for fire prevention and fire fighting
appliances on passenger ships.Carriage of radiotelegraph equipment
for ships carrying more than 50 persons
SOLAS 1914Establishment of the North Atlantic Ice Patrol. (Now
the International Ice Patrol or IIP)
The 1st International Convention for the Safety of Life at Sea
(SOLAS) was adopted on January 20 1914.The entry into force or
succession in July 1915 did not happen because of the war that had
broken out in Europe.It had been signed by only 5 states but led to
extensive application regulations in Britain, France, the United
States and Scandinavia (Norway, Sweden, Denmark, Finland and
Iceland).
SOLAS 1929In 1927, proposals were made for another conference
which was held in London in 1929.18 countries attended.Provision
articles for ships constructionAdditional provision for lifesaving
equipment.Addition provision for fire prevention and fire
fighting.Provision for wireless telegraphy equipmentProvision for
navigation aids.Revised the international regulations for
preventing collisions at sea (Collision Regulations)Entered into
force in 1933.
SOLAS 1929The Mohawk Collision: almost 50 people dead. U.S. only
ratifies SOLAS 1929 on 1936 and establish required subdivision
regulations.
SOLAS 1948By 1948, the 1929 convention had been overtaken by
technical developments and the United Kingdom again hosted an
international conference which adopted the 3rd SOLAS
Convention.
SOLAS 1948 contains:Additional factors of
subdivisions.Additional requirement for stability after damage.It
followed the already established pattern but covered a wider range
of ships and went into considerably greater detail.
SOLAS 1960
The collision and sinking of the Andrea Doria in 1956 in which
more than 40 people perished and half the lifeboats rendered
useless due to severe vessel list, prompted the convening of the
1st SOLAS Conference under the support of the Inter-Governmental
Maritime Consultative Organization (IMCO) in 1960.
SOLAS 1960SOLAS 1960 contains:Few changes in the stability
requirements.Proposals for the intact stability standards for the
passenger ships, cargo ships and fishing vessels.Damage stability
and standards for cargo ships.Modernizing regulations and keeping
pace with technical developments in the shipping industry.This laid
the groundwork for developing a probabilistic approach to the
evaluation of subdivision and damage stability for passenger and
cargo ships.Adopted on June 17, 1960 and entered into force in
1965.
SOLAS 1974The last SOLAS Convention.SOLAS 1974 Conference was
held in London from October 21 to November 1 and was attended by 71
countries.The new Convention 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.
AMENDMENTSThe 1980s: IMO Develop Stability Criteria.In 1988
based on amendments of International Radio Regulations in 1987, it
replacedMorse codewith theGlobal Maritime Distress Safety
System(GMDSS) and came into force beginning February 1, 1992.The
1990s: Focused on Ro-Ro Passenger Vessels and Stability
StandardsThe 2000s: Improving International Regulatory
Instruments.In June 2014 IMOs Maritime Safety Committee adopted
amendments to the International Safety Management (ISM) Code which
are due to enter into force last January 1, 2015.
Safety Of Life At Sea
Sections of the TreatySOLAS Signs
SOLAS, 1974
TECHNICAL PROVISIONSTo specify minimum standards for the
construction, equipment and operation of ships, compatible with
their safety
Control provisions also allow Contracting Governments to inspect
ships of other Contracting StatesSOLAS, 1974
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.
It also includes provisions for the control of ships in ports of
other Contracting Governments.Passenger Ship ship w/c carries more
than 12 passengersCargo Ship ship w/c is not a passenger shipTanker
cargo ship designed to carry bulk of liquid cargoes of an
inflammable natureFishing Vessel used for catching fishNuclear Ship
ship provided with a nuclear power plant
Ships of war or troopshipsCargo ships of less than 500 tons
gross tonnageShips not propelled by mechanical meansWooden ships of
primitive buildPleasure yachts not engaged in tradesFishing vessels
Surveys and Inspections A survey before the ship is put in serviceA
periodical survey once every 12 monthsAdditional survey when
occasion arises
SOLAS, 1974
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.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 2010SOLAS, 1974
Chapter II-2 - Fire protection, fire detection and fire
extinctioncontainment and extinction of any fire in the space of
origin protection of the means of escape or of access for
fire-fighting purposesready availability of fire-extinguishing
appliancesminimization of the possibility of ignition of flammable
cargo vapor.Includes detailed fire safety provisions for all ships
and specific measures for passenger ships, cargo ships and
tankers.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
boundariesrestricted use of combustible materialsdetection of any
fire in the zone of originSOLAS, 1974
Chapter III - Life-saving appliances and arrangementsIncludes
requirements for life-saving appliances and arrangements, including
requirements for life boats, rescue boats and life jackets
according to type of ship.International Life-Saving Appliance (LSA)
Code
SOLAS, 1974
Chapter IV - RadiocommunicationsIncorporates the Global Maritime
Distress and Safety System (GMDSS)Emergency position indicating
radio beacons (EPIRBs) and search and rescue transponders
(SARTs)
SOLAS, 1974
Chapter V - Safety of NavigationIdentifies 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.
SOLAS, 1974
Chapter VI - Carriage of Cargoes (Grains)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 precautionsInternational Grain Code
SOLAS, 1974
Chapter VII - Carriage of Dangerous GoodsPart A - Carriage of
dangerous goods in packaged form - includes provisions for the
classification, packing, marking, labelling and placarding,
documentation and stowage of dangerous goods. International
Maritime Dangerous Goods (IMDG) Code
Part B covers Construction and equipment of ships carrying
dangerous liquid chemicals in bulk and requires chemical tankers 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 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).
SOLAS, 1974
Chapter VIII - Nuclear ShipsGives basic requirements for
nuclear-powered ships and is particularly concerned with radiation
hazards.Code of Safety for Nuclear Merchant Ships, 1981SOLAS,
1974
Chapter IX - Management for the Safe Operation of ShipsMakes
mandatory the International Safety Management (ISM) Code, which
requires a safety management system to be established by the ship
owner or any person who has assumed responsibility for the ship
SOLAS, 1974
Chapter X - Safety Measures for High-Speed CraftsMakes mandatory
the International Code of Safety for High-Speed Craft (HSC
Code).SOLAS, 1974
Chapter XI-1 - Special Measures to Enhance Maritime
SafetyClarifies 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.SOLAS, 1974
Chapter XI-2 - Special Measures to Enhance Maritime
SecurityRegulation XI-2/3 of the chapter enshrines the
International Ship and Port Facilities Security Code (ISPS
Code).
Part A of the Code is mandatoryPart 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 judgement 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-2/5 requires all ships to be provided with a
ship security alert system.Regulation XI-2/6 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 CodeSOLAS,
1974
Chapter XII - Additional Safety for Bulk CarriersStructural
requirements for bulk carriers over 150 metres in length.Safety
Signs
Thank You!
