SOLAS OVERVIEW

The International Convention for the Safety of Life at Sea, commonly known as
SOLAS, is a critical maritime treaty that forms the cornerstone of international
safety regulations for merchant ships. Established under the authority of the
International Maritime Organization (IMO), SOLAS has evolved over the years to
become a comprehensive framework designed to ensure the safety of life at sea.

The Origins of SOLAS

The origins of SOLAS date back to 1914, following the tragic sinking of the RMS
Titanic in 1912, which highlighted the need for better safety standards at sea.
The first version of the treaty was adopted in 1914, and it laid down the minimum
safety requirements for ships, including lifeboat provisions, fire safety measures,
and other essential equipment to protect lives in the event of an emergency.

However, the 1914 treaty never entered into force due to the outbreak of World
War I. It wasn’t until 1929 that the first effective version of SOLAS came into
being. Since then, SOLAS has been amended and updated multiple times to
address emerging challenges in maritime safety. The most significant revisions
occurred in 1960, 1974, and the subsequent protocols in the following decades.

Why is it important?
For cargo owners (importers and exporters) SOLAS has immediate implications
for accurate manifesting, correct cargo identification, and weight declaration.
More importantly, an understanding of the SOLAS convention provides context
as to why minimum mandatory information is requested by carriers and
forwarders; as well as the reasons behind some of the surcharges you may see
on your freight invoices. In the space of a century, SOLAS regulations have
drastically improved the safety of vessels, and their crews. Ultimately the safe
arrival of a ship means the safe arrival of her cargo as well – making the safety of
life at sea the responsibility of everyone in the transport chain.

The 1960 SOLAS Update

The 1960 SOLAS conference was the first major revision of the convention since
its inception. This update was significant for several reasons:

1. Addressing Technological Advances

By 1960, the shipping industry had undergone significant changes, including
advancements in ship design, navigation technology, and communication
systems. The 1960 update aimed to incorporate these technological
advancements into the regulatory framework, ensuring that SOLAS remained
relevant and effective.

2. Introduction of New Safety Standards

The 1960 update introduced new safety standards for fire safety, life-saving
appliances, and radio communications. These standards reflected the latest
understanding of safety risks at sea and aimed to mitigate those risks through
improved design and equipment requirements.

3. International Cooperation
The 1960 conference was a landmark event in that it marked the first time that
maritime nations from around the world came together to agree on a
comprehensive set of safety regulations. This spirit of international cooperation
laid the foundation for future updates to SOLAS and other maritime treaties.

The 1974 SOLAS Update

The 1974 version of SOLAS is often considered the most important update to the
convention, as it introduced several groundbreaking changes that have had a
lasting impact on maritime safety:

1. A Dynamic Approach to Safety

The 1974 update introduced a new approach to maritime safety, one that allowed
for continuous improvement of the regulations. This was achieved through the
inclusion of a mechanism for amending the convention more easily, allowing
SOLAS to adapt to new challenges and technological developments without the
need for a full conference every time a change was required.
2. Enhanced Fire Safety Measures
The 1974 version placed a strong emphasis on fire safety, reflecting the lessons
learned from several high-profile maritime disasters. It introduced more stringent
requirements for fire-resistant materials, fire detection and suppression systems,
and escape routes, significantly improving the safety of ships in the event of a
fire.

3. Broadened Scope
The 1974 SOLAS convention expanded the scope of the regulations to cover
more types of vessels and operations. This broader applicability meant that more
ships and shipping activities were brought under the safety net of SOLAS,
reducing the risk of accidents across the maritime industry.

4. Safety Management and Operational Standards

The 1974 update also introduced requirements for the management and
operational aspects of maritime safety. This included the introduction of the
International Safety Management (ISM) Code, which set out guidelines for the
safe management and operation of ships and for pollution prevention.

1988 Protocol
The 1988 Protocol was introduced to amend SOLAS and align its requirements
with advancements in technology and practices. One of the most important
changes was the incorporation of the Global Maritime Distress and Safety
System (GMDSS). GMDSS revolutionized maritime communication, ensuring
that ships could send distress signals and communicate during emergencies
more reliably and effectively.

1992 Amendments
In response to the Exxon Valdez oil spill in 1989, SOLAS was amended to
include new regulations for the construction of tankers. These amendments
required that new oil tankers be built with double hulls or equivalent protective
measures, significantly reducing the risk of oil spills due to hull damage.
1994 Safety of Passenger Ships
Following several high-profile incidents involving passenger ships, including the
sinking of the MS Estonia in 1994, SOLAS was amended to introduce stricter
safety measures for passenger vessels. These changes included improvements
in the design and stability of ships, enhanced evacuation procedures, and better
life-saving equipment.

2002 ISPS Code

In the wake of the 11th September 2001 terrorist attacks, the 2002 amendments
to SOLAS introduced the International Ship and Port Facility Security (ISPS)
Code. The ISPS Code established mandatory security measures for ships and
port facilities, addressing the growing threat of maritime terrorism. This update
marked a significant shift in focus from traditional safety concerns to include
security issues.

2004 Long-Range Identification and

Tracking (LRIT)
The 2004 amendments to SOLAS included the requirement for Long-Range
Identification and Tracking (LRIT) of ships. This system enables the tracking of
ships’ movements over long distances, improving safety and security by
providing authorities with better information on the location and movement of
vessels.

2010 Manila Amendments

The Manila Amendments were a comprehensive update to the International
Convention on Standards of Training, Certification, and Watchkeeping for
Seafarers (STCW), which is closely linked to SOLAS. These amendments
addressed new and emerging technologies, including electronic charts and
information systems (ECDIS), and set new standards for seafarer training and
certification.

2014 Passenger Ship Safety

In 2014, further amendments were introduced to improve the safety of passenger
ships. These changes focused on fire safety, particularly concerning the safe
operation of large cruise ships, and on improving the effectiveness of evacuation
procedures.

2016 Container Weight Verification

Responding to concerns about the safety risks posed by misdeclared container
weights, SOLAS was amended in 2016 to require the verification of container
weights before loading onto ships. This regulation, often referred to as the
“Verified Gross Mass” (VGM) rule, aims to prevent accidents caused by
improperly loaded or overweight containers. This is of particular importance to
landside parties (shippers and consignees) that consign cargo as they are
responsible for the correct declaration of cargo weights.

2019 Polar Code

As shipping routes in polar regions became more accessible due to climate
change, SOLAS was amended to include the International Code for Ships
Operating in Polar Waters (Polar Code). The Polar Code sets out specific safety
and environmental protection measures for ships operating in the harsh and
remote Arctic and Antarctic regions.

2020 Sulphur Cap

Although more closely associated with the MARPOL convention, the 2020
introduction of the global sulphur cap also had implications for SOLAS. The new
regulations required ships to use fuel with a maximum sulphur content of 0.50%,
or to install scrubbers to reduce sulphur emissions, contributing to both
environmental protection and safety at sea.Key Provisions of SOLAS

SOLAS encompasses a wide range of regulations that address various aspects

of maritime safety. Some of the key provisions include:

1. Construction and Equipment

SOLAS mandates that ships be constructed to withstand harsh conditions at sea
and be equipped with essential safety gear. This includes lifeboats, life jackets,
fire extinguishers, and other life-saving appliances.
2. Fire Safety
The treaty sets out stringent requirements for fire safety on board ships, including
the use of fire-resistant materials, fire detection systems, and firefighting
equipment.

3. Navigation
SOLAS prescribes rules for navigation safety, such as the use of electronic
charts and navigation systems, radar, and communication equipment to prevent
collisions and other navigational hazards.

4. Cargo Safety
The safe stowage and handling of cargo are critical to preventing accidents at
sea. SOLAS includes guidelines for the secure loading and unloading of goods,
including dangerous goods, to prevent incidents like fires or explosions. Of equal
importance is the onus placed on beneficial cargo owners, shippers and
consignees to accurately identify, manifest and declare their cargoes and
relevant particulars – handling instructions, weight, hazardous properties etc.

5. Safety Management
SOLAS requires ship operators to implement a Safety Management System
(SMS) that ensures compliance with safety regulations and promotes a culture of
safety within the maritime industry.

6. Lifesaving Appliances and Arrangements

The treaty specifies the number and type of lifesaving appliances that must be
carried on board, along with detailed instructions on their maintenance and use.

7. Security
In response to the growing threat of terrorism, SOLAS was amended in 2002 to
include the International Ship and Port Facility Security (ISPS) Code, which
enhances maritime security by requiring ships and port facilities to implement
security measures.
The Role of SOLAS in Modern Shipping
Today, SOLAS plays a pivotal role in ensuring that the global shipping industry
operates safely and efficiently. The treaty’s regulations are enforced by flag
states, which are responsible for ensuring that their vessels comply with the
standards set out in SOLAS. Additionally, port states have the authority to
inspect foreign ships to verify compliance with the convention.

The implementation of SOLAS has significantly reduced the number of maritime

accidents and casualties, making the seas safer for both seafarers and
passengers. However, the dynamic nature of the shipping industry means that
SOLAS must continually adapt to address new challenges, such as the advent of
autonomous ships, environmental concerns, and the increasing complexity of
global supply chains.

Conclusion
SOLAS remains the gold standard for maritime safety, providing a robust
framework that protects lives at sea. As the shipping industry continues to
evolve, SOLAS will undoubtedly continue to be at the forefront of efforts to
safeguard seafarers, passengers, and cargo, ensuring that the high seas remain
as safe as possible for all.

Whether you are a shipping professional, a logistics expert, or someone with a

keen interest in maritime affairs, understanding SOLAS is essential to appreciate
the importance of safety in one of the world’s most vital industries.
SOLAS Chapters
All the SOLAS safety regulations are well-segregated into 14 chapters that
are based on specific niches in the shipping industry.

The SOLAS chapters list is as follows:

Chapter I: General Provisions

Chapter II-1: Construction – Structure, Subdivision and Stability,

Machinery and Electrical Installations

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 and Oil Fuels

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

Chapter XIII: Verification of Compliance

Chapter XIV: Safety Measures for Ships Operating in Polar Waters

Let us look at each of the chapters briefly and what regulations they have.

Summary of SOLAS chapters

Chapter I: General Provisions
This chapter has 21 regulations that specify what and how surveys are to be
carried out on merchant vessels.

It also addresses the issuance and endorsement of certificates, their validity

durations and availability onboard.

It has the following three parts.

 Part A – Application, definitions, etc.
 Part B – Surveys and certificates
 Part C – Casualties

Chapter II-1: Construction – Structure, Subdivision and

Stability, Machinery and Electrical Installations
Chapter II-1 addresses construction standards for ships.

It has 57 regulations that dictate how the construction must be carried out to
ensure that the ship does not sink should a compartment get flooded.
New Carissa Shipwreck from 2010. Photo by Bureau of Land Management Oregon and Washington

It is divided into the following 7 parts:

 Part A – General
 Part B – Subdivision and stability
 Part C – Machinery installations
 Part D – Electrical installations
 Part E – Additional requirements for periodically unattended machinery spaces
 Part F – Alternative design and arrangements
 Part G – Ships using low-flash point fuels

Solas Chapter 2 provides instructions on how the subdivision of vessels is to

be carried out without compromising safe access to the different locations.

The instructions cover all the different types of vessels.

Chapter II-2: Construction – Fire Protection, Fire Detection
and Fire Extinction
Chapter II-2 covers fire protection standards. It has 23 regulations that are
divided into the following seven parts.
 Part A – General
 Part B – Prevention of fire and explosion
 Part C – Suppression of fire
 Part D – Escape
 Part E – Operational requirements
 Part F – Alternative design and arrangements
 Part G – Special requirements (Helicopter facilities, carriage of dangerous goods, etc.)

The aim of this chapter is to provide complete end-to-end guidance on how to

reduce the occurrence of fire on ships.

Considering the possibility of fires, the chapter also guides on how to design
a ship to suppress the fire while facilitating the escape of those onboard.

Chapter III: Life-saving Appliances and Arrangements

Solas Chapter 3 outlines the arrangement and other specifications for the life-
saving appliances on ships.

It has 41 regulations that cover all the different life-saving appliances for all
vessel sizes and types

The chapter has three main parts. These are:

 Part A – General
 Part B – Requirements for ships and life-saving appliances. It has the following five sections.
o Section I – Passenger ships and cargo ships
o Section II – Passenger ships (Additional requirements)
o Section III – Cargo ships (Additional requirements)
o Section IV – Life-Saving appliances and arrangement requirements
o Section V – Miscellaneous
 Part C – Alternative design and arrangements

Chapter IV: Radiocommunications

This chapter has a total of 18 regulations covering radio equipment and
installations. It covers various topics such as their sources of energy,
performance standards, and maintenance requirements.

The chapter has three main parts.

 Part A – General
 Part B – Undertakings by contracting governments
 Part C – Ship requirements

Chapter V: Safety of Navigation

Solas chapter 5 has a total of 35 regulations. It details the various navigation
principles along with the design, arrangement and maintenance of navigation
equipment.

It covers a lot of other topics as well such as ship routeing, pilot transfer
arrangements, steering gear testing and drills, distress signals and actions to
be taken in distress situations.

Chapter VI: Carriage of Cargoes and Oil Fuels

Solas Chapter 6 comprises of 9 regulations that cover the loading, unloading,
stowage and securing of different cargoes. It has three parts.
 Part A – General Provisions
 Part B – Special provisions for solid bulk cargoes
 Part C – Carriage of grain

The chapter covers the requirements that the vessels must adhere to in order
to carry the abovementioned cargoes.

Chapter VII: Carriage of Dangerous Goods

When the cargo is dangerous, Solas Chapter 7 regulations need to be

followed. There are a total of 16 regulations in this chapter. It has the
following three parts.
  Part A – Carriage of Dangerous Goods in Packaged Form
 Part B – Construction and equipment of ships carrying dangerous liquid chemicals in bulk
 Part C – Construction and equipment of ships carrying liquefied gases in bulk

Chapter VIII: Nuclear ships

SOLAS Chapter 8 has a total of 11 regulations that cover aspects such as
application, reactor selection, radiation safety, surveys, certificates, and
special controls for nuclear ships.

The Code of Safety for Nuclear Merchant Ships supplements the

requirements of this chapter (resolution A.491(XII)).

Chapter IX: Management for the Safe Operation of Ships

Solas Chapter 9 consists of six regulations and stresses the importance of
complying with the International Safety Management (ISM) Code.

It is mandatory for all ships to comply with the ISM code to comply with
SOLAS Chapter 9.

The ship must also be operated by a company that holds a valid Document of
Compliance (DOC) and a robust safety management system.

The Chapter also lays down regulations for verification and control of
compliance with the code.

Chapter X: Safety Measures for High-Speed Craft

Chapter 10 of SOLAS features three regulations that define and state the
requirements for a high-speed craft.

It also states that the crafts must comply with IMO’s International Code of
Safety for High-Speed Craft (HSC Code) adopted in 1994.

A comprehensive set of requirements for high-speed crafts are a part of the

HSC code.

These requirements allow manufactured crafts to attain a level of safety

equivalent to the safety requirements in SOLAS.
Chapter XI-1: Special Measures to Enhance Maritime
Safety
This chapter consists of 7 regulations meant to improve maritime safety.

The chapter stresses the importance of complying with the Code for
Recognized Organizations (RO Code) and how it is to be done for the code’s
different parts (mandatory/recommendatory).

It also reiterates the roles of these recognized organizations such as port

control. The chapter also specifies how safety records are to be maintained
and shared with relevant organizations and systems such as the Global
Integrated Shipping Information System (GISIS).

Chapter XI-2: Special Measures to Enhance Maritime

Security
This chapter focuses on maritime security and contains 13 regulations.

It lays down the requirements for companies, ships and port facilities to
manage security on ships. It enumerates the threats to ships and their control
and compliance measures.

It also defines what a Ship Security Alert System (SSAS) is and how it must
function.

The chapter also reiterates the master’s overriding authority in making

professional calls that relate to the safety and security of the vessel.

He is not to be pressurised by the company, owner or the charterer when

making these calls.

It also regulates how communication of information is to take place among

all the parties.
It also states that the vessel must comply with the mandatory requirements
provided in the part A of the International Ship and Port Facility Security
(ISPS) Code. Part B provisions are recommendatory.

Chapter XII: Additional Safety Measures for Bulk Carriers

Chapter 12 of SOLAS lists additional safety measures for bulk carriers. It has
a total of 14 regulations.

It specifies the structural strength and damage stability requirements for bulk
carriers. It also explains the survey and maintenance of bulk carriers.

It also provides the regulations for water ingress alarms for hold, ballast and
dry spaces and the availability of pumping systems for these areas.

Chapter XIII: Verification of Compliance

SOLAS chapter 13 is one of the shortest chapters in SOLAS with only three
regulations.

These regulations explain how the compliance of contracting governments

regarding the implementation of SOLAS on its vessels shall be checked by
the IMO.

It lays down the procedure for the audits and the responsibility of the
contracting government in facilitating a smooth audit.

Chapter XIV: Safety Measures for Ships Operating in Polar

Waters
The 14th Chapter in SOLAS has 4 regulations for ships that intend to operate
in polar waters.

Polar waters refer to the Arctic area (north of 60 degree latitude) and the
Antarctic area (south of 60 degree latitude).

The goal of the chapter is to define the scope and the type of ship to which
these regulations apply.
It is also to provide alternative design and arrangement methodology for
structure, machinery and electrical installations, fire safety and life-saving
appliances and arrangements.