International Convention for the Safety of Life at Sea (SOLAS), 1974 Adoption: 1 November 1974Available from IMO Publications on-line service - click image for link Entry into force: 25 May 1980 Introduction and history Amendment procedure Technical provisions Chapter I - General Provisions Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations Chapter II-2 - 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-1 - Special measures to enhance maritime safety Chapter XI-2 - Special measures to enhance maritime security Chapter XII - Additional safety measures for bulk carriers Amendments year by year Introduction and 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. 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. 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 The regulations are contained in three parts: 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. 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). The chapter requires carriage of dangerous goods to be in compliance with the relevant provisions of the International Maritime Dangerous Goods Code (IMDG Code). 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 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. 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, according to a strict timetable that will see most vessels fitted by 2004 and the remainder by 2006. When activated the ship security alert system shall initiate and transmit a ship-to-shore security alert to a competent authority designated by the Administration, identifying the ship, its location and indicating that the security of the ship is under threat or it has been compromised. The system will not raise any alarm on-board the ship. The ship security alert system shall be capable of being activated from the navigation bridge and in at least one other location. 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 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. Chapter XII - Additional safety measures for bulk carriers The Chapter includes structural requirements for bulk carriers over 150 metres in length. Amendments year by year The Protocol of 1978 - Tanker safety and pollution prevention The 1981 amendments -chapter II-1 and II-2 updated The 1983 amendments -revised chapter III The 1988 (April) amendments - post Herald of Free Enterprise The 1988 (October) amendments - stability of passenger ships The 1988 Protocol - HSSC The 1988 amendments - GMDSS The 1989 amendments - chapters II-1 and II-2 The 1990 amendments - subdivision and stability: probabilistic approach The 1991 amendments - revised chapter VI The April 1992 amendments - measures for existing ro-ro passenger ships The December 1992 amendments -fire safety of new passenger ships The May 1994 amendments (Conference) - Accelerated amendmentprocedure NewChapter IX - Management for the Safe Operation of Ships New Chapter X - Safety measures for high-speed craft New Chapter XI - Special measures to enhance maritime safety The May 1994 amendments (MSC) - emergency towing, ship reporting systems The December 1994 amendments - cargo code made mandatory The May 1995 amendments - ships routeing systems made mandatory The November 1995 amendments (Conference) - ro-ro safety post-Estonia The June 1996 amendments - revised chapter III The December 1996 amendments -new Fire Test Procedures Code The June 1997 amendments - Vessel Traffic Services regulation The November 1997 amendments (Conference) - New chapter XII bulk carrier safety The May 1998 amendments - amendments to chapters II-1, IV, VI The May 1999 amendments - INF Code made mandatory The May 2000 amendment - helicopter landing area The December 2000 amendments - VDRs, AIS made mandatory in revised chapter V, revised chapter II-1 The June 2001 amendments - ch VII, ch IX The May 2002 amendments - IMDG Code made mandatory The December 2002 amendments (Conference) - measures to enhance maritime security The December 2002 amendments - bulk carrier new regulations The June 2003 amendments - ch V May 2004 amendments - persons in distress at sea, accidents with lifeboats December 2004 amendments - bulk carriers, free-fall lifeboats, S-VDRs May 2005 amendments - revised chapter II-1 May 2006 amendments - LRIT May 2006 amendments - other issues December 2006 amendments - passenger ship safety The Protocol of 1978 Adoption: 17 February 1978 Entry into force: 1 May 1981 The 1978 Protocol was adopted at the International Conference on Tanker Safety and Pollution Prevention, which was convened in response to a spate of tanker accidents in 1976-1977. The conference adopted measures affecting tanker design and operation, which were incorporated into both the SOLAS Protocol of 1978 as well as the Protocol of 1978 relating to the 1973 International Convention for the Prevention of Pollution from Ships (1978 MARPOL Protocol). The 1978 SOLAS Protocol made a number of important changes to Chapter I, including the introduction of unscheduled inspections and/or mandatory annual surveys and the strengthening of port State control requirements. Chapter II-1, Chapter II-2 and Chapter V were also improved. The main amendments included the following: New crude oil carriers and product carriers of 20,000 dwt and above were required to be fitted with an inert gas system. An inert gas system became mandatory for existing crude oil carriers of 70,000 dwt and above by 1 May 1983, and by 1 May 1985 for ships of 20,000-70,000 dwt. In the case of crude oil carriers of 20-40,000 dwt there was provision for exemption by flag States where it was considered unreasonable or impracticable to fit an inert gas system and high-capacity fixed washing machines are not used. But an inert gas system is always required when crude oil washing is operated. An inert gas system was required on existing product carriers from 1 May 1983 and by 1 May 1985 for ships of 40-70,000 dwt and down to 20,000 dwt which were fitted with high capacity washing machines. In addition to requiring that all ships of 1,600 grt and above be fitted with radar, the Protocol required that all ships of 10,000 grt and above have two radars, each capable of being operated independently. All tankers of 10,000 grt and above to have two remote steering gear control systems, each operable separately from the navigating bridge. The main steering gear of new tankers of 10,000 grt and above to comprise two or more identical power units, and be capable of operating the rudder with one or more power units. The 1981 amendments Adoption: 20 November 1981 Entry into force: 1 September 1984 Chapters II-1 and II-2 were re-written and updated. In Chapter II-1, the provisions of resolution A.325(IX) Recommendation concerning regulations for machinery and electrical installations in passenger and cargo ships (adopted in November 1975) were incorporated and made mandatory. Changes to regulations 29 and 30 on steering gear introduced the concept of duplication of steering gear control systems in tankers. These measures were agreed taking into account concerns following the 1978 Amoco Cadiz disaster and relevant provisions in the 1978 SOLAS Protocol. Chapter II-2 was re-arranged to take into account strengthened fire safety requirements for cargo ships and passenger ships. The revised Chapter II-2 incorporated the requirements of resolution A.327(IX) Recommendation concerning fire safety requirements for cargo ships, which included 21 regulations based on the principles of: separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries; protection of means of escape; early detection, containment or extinction of any fire; and restricted use of combustible materials. Other amendments to Chapter II-2 related to provisions for halogenated hydrocarbon extinguishing systems, special requirements for ships carrying dangerous goods, and a new regulation 62 on inert gas systems. Some important changes were also made to Chapter V, including the addition of new requirements concerning the carriage of shipborne navigational equipment, covering such matters as gyro and magnetic compasses; the mandatory carriage of two radars and of automatic radar plotting aids in ships of 10,000 grt and above; echo-sounders; devices to indicate speed and distance; rudder angle indicators; propeller revolution indicators; rate of turn indicators; radio-direction finding apparatus; and equipment for homing on the radiotelephone distress frequency. In addition, a few minor changes were made to Chapter III; seven regulations in Chapter IV were replaced, amended or added and a number of small changes were made to Chapter VII. The 1983 amendments Adoption: 17 June 1983 Entry into force: 1 July 1986 The most extensive changes involved Chapter III, which was completely rewritten. The Chapter in the 1974 Convention differed little from the texts which appeared in the 1960 and 1948 SOLAS Conventions and the amendments were designed not only to take into account the many technical advances which had taken place since then but also to expedite the evaluation and introduction of further improvements. There were also a few minor changes to Chapter II-1 and some further changes to Chapter II-2 (including improvements to the 1981 amendments) designed particularly to increase the safety of bulk carriers and passenger ships. Some small changes were made to Chapter IV. Amendments to Chapter VII extended its application to chemical tankers and liquefied gas carriers by making reference to two new Codes, the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code) and the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code). Both apply to ships built on or after 1 July 1986. The 1988 (April) amendments Adoption: 21 April 1988 Entry into force: 22 October 1989 In March 1987 the car ferry Herald of Free Enterprise capsized shortly after leaving Zeebrugge in Belgium and sank with the loss of 193 lives. The United Kingdom proposed a series of measures designed to prevent a recurrence, the first package of which was adopted in April 1988. They included new regulations 23-2 and 42-1 of Chapter II-1 intended to improve monitoring of doors and cargo areas and to improve emergency lighting. The 1988 (October) amendments Adoption: 28 October 1988 Entry into force: 29 April 1990 Some of these amendments also resulted from the Herald of Free Enterprise disaster and included details of how stability of passenger ships in a damaged condition should be determined and a requirement for all cargo loading doors to be locked before a ship leaves the berth. The amendments also made it compulsory for passenger ships to have a lightweight survey at least every five years to ensure their stability has not been adversely affected by the accumulation of extra weight or any alterations to the superstructure. Other amendments concerning the stability of passenger ships in the damaged condition were also adopted. These regulations had been in preparation before the Herald of Free Enterprise incident and their adoption was brought forward. The 1988 Protocol (HSSC) Adoption: 11 November 1988 Entry into force: 3 February 2000 The Protocol introduced a new harmonized system of surveys and certification (HSSC) to harmonize with two other Conventions, Load Lines and MARPOL 73/78. The aim is to alleviate problems caused by the fact that as requirements in the three instruments vary, ships may be obliged to go into dry-dock for a survey required by one convention shortly after being surveyed in connection with another. By enabling the required surveys to be carried out at the same time, the system is intended to reduce costs for shipowners and administrations alike. The 1988 (GMDSS) amendments Adoption: 11 November 1988 Entry into force: 1 February 1992 IMO had begun work on the Global Maritime Distress and Safety System (GMDSS) in the 1970s and its introduction marked the biggest change to maritime communications since the invention of radio. The amendments which replaced the existing Chapter IV phased in the introduction of the GMDSS in stages between 1993 and 1 February 1999. The basic concept of the system is that search and rescue authorities ashore, as well as ships in the vicinity, will be rapidly alerted in the event of an emergency. The GMDSS makes great use of the satellite communications provided by Inmarsat but also uses terrestrial radio. The equipment required by ships varies according to the sea area in which they operate - ships travelling to the high seas must carry more communications equipment than those which remain within reach of specified shore-based radio facilities. In addition to distress communications, the GMDSS also provides for the dissemination of general maritime safety information (such as navigational and meteorological warnings and urgent information to ships). The 1989 amendments Adoption: 11 April 1989 Entry into force: 1 February 1992 The main changes concern Chapter II-1 and II-2 of the Convention and deal with ships' construction and with fire protection, detection and extinction. In Chapter II-1, one of the most important amendments is designed to reduce the number and size of openings in watertight bulkheads in passenger ships and to ensure that they are closed in the event of an emergency. In Chapter II-2, improvements were made to regulations concerning fixed gas fire-extinguishing systems, smoke detection systems, arrangements for fuel and other oils, the location and separation of spaces and several other regulations. The International Gas Carrier Code - which is mandatory under SOLAS - was also amended. The 1990 amendments Adoption: May 1990 Entry into force: 1 February 1992 Important changes were made to the way in which the subdivision and stability of dry cargo ships is determined. They apply to ships of 100 metres or more in length built on or after 1 February 1992. The amendments introduced a new part B-1 of Chapter II-1 containing subdivision and damage stability requirements for cargo ships based upon the so-called "probabilistic" concept of survival, which was originally developed through study of data relating to collisions collected by IMO. This showed a pattern in accidents which could be used in improving the design of ships: most damage, for example, is sustai