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Notes on reading SOLAS

by Russell Lunt
Copyright Russell Lunt 2001

BACKGROUND
The International Convention for the Safety of Life at Sea (SOLAS) is one of the oldest
conventions of its kind. The first version was adopted in 1914 following the sinking of
the R.M.S. "TITANIC" with the loss of more than 1500 lives.
Since then, there have been four more versions of SOLAS 1929, 1948, 1960, and the
present SOLAS 1974 version which entered into force in 1980. Parts of the Convention
apply to every ship, including small pleasure craft.
A Protocol of 1978 (SOLAS Protocol 1978) dealing with safety matters relating to
tankers was adopted by the International Conference on Tanker Safety and Pollution
Prevention, and came into force in 1981. Over the last 20 years there have been
several amendments to both treaty documents. These amendments are not just to
correct the spelling! Since 1974 the amendments have added extra chapters to SOLAS,
for GMDSS, ISM, etc., and in 1988 a new SOLAS Protocol replaced the Protocol of

1978.
As SOLAS is an agreement between Governments who 'undertake to give effect to the
provisions of the present Convention and the annex thereto', it is ultimately the flag
State under which a yacht is registered who is responsible for interpretations and
implementation of the Regulations. Yacht owners should always contact their national
maritime administrations for guidance and relevant national rules and regulations.
SOLAS is published as a hard back book by the International Maritime Organisation,
and contains the consolidated text of both treaty documents, articles, annexes and
certificates. It is obviously easier to work with the most recent edition which
incorporates amendments in force at date of publication. The latest edition SOLAS
Consolidated Edition, 2001 - is just published January 2001 and incorporates all
amendments in effect from 1st January, 2001.
Dont discard your old copy yet. To identify some requirements applicable to ships
constructed before 2001, previous texts of the 1974 SOLAS Convention, the 1988
SOLAS Protocol and the amendments to the Convention should be consulted. For
instance, special requirements for existing passenger ships are contained only in part F
of chapter II-2 of the original 1974 SOLAS Convention but neither in chapter II-2 of the
1981 amendments nor in the latest consolidated edition.
LAYOUT
The consolidated edition of SOLAS runs to over 500 pages.
Part 1 - the bulk of the book, up to page 493 - contains the actual Articles of the
International Convention for the Safety of Life at Sea, 1974, and those of the Protocol of
1988 (this only to page 15) and the rest is the consolidated text of the annexes to the
Convention and Protocol. Appendices give examples of certificates.
Part 2 the last 20 pages contains 3 items:

Resolution A.883(21): Global and uniform implementation of the harmonized

system of survey and certification (HSSC).

A very useful list of Certificates and documents required to be carried on board

ships.

List of resolutions adopted by the SOLAS Conferences.

We shall concern ourselves with a look at the consolidated text of the annex to the 1974
SOLAS Convention and the 1988 Protocol, which is divided into 12 chapters. Each
chapter contains Regulations, and the numbering of these Regulations starts again with
each chapter. Some chapters have more than one part, and in this case the Regulation

numbers run on through the different parts.

CHAPTER I General provisions.
Chapter I, Part A Application, definitions, etc.
Unless expressly provided otherwise, SOLAS applies only to ships engaged on an
international voyage which is defined as a voyage from a country to which the
present Convention applies to a port outside such country, or conversely. (Note that it
is expressly provided otherwise in chapter V. The first part of each chapter gives the
details of which types of ship the chapter will apply).
A passenger is defined as 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.
A passenger ship is a ship which carries more than twelve passengers.
A cargo ship is any ship which is not a passenger ship.
The regulations, unless expressly provided otherwise, do not apply to:
i.

Ships of war and troopships.

ii.

Cargo ships of less than 500 gross tons.

iii.

Ships not propelled by mechanical means.

iv.

Wooden ships of primitive build.

v.

Pleasure yachts not engaged in trade.

vi.

Fishing vessels.

Although pleasure yacht is not defined, it follows that if a pleasure yacht is engaged in
trade it is for the purposes of SOLAS a cargo ship, and if more than 500 gross tons
then the regulations apply.
Regulation 5 provides for Administrations (the Government of the State whose flag the
ship is entitled to fly) to allow any alternative fitting, material, appliance or apparatus to
be fitted or carried, or any other provision to be made in a particular ship, if it is satisfied
by trial thereof or otherwise that the alternative is at least as effective as that required

by the regulations. This gives Administrations fairly wide powers to accept equivalents,
although they are required to pass particulars of the substitution, together with a report
on any trials, to the IMO for them to circulate to other Contracting Governments.
Chapter 1, Part B Surveys and Certificates.
This section (Regulations 6 20) deals with Safety Certificates - who inspects, the
types of Certificates issued, the duration, and measures to be taken in the case that
deficiencies are found.
The inspections and surveys are to be carried out by officers of the Administration, or
surveyors nominated by them. In either case, the Administration assumes full
responsibility for the certificates.
Until recently, cargo ships were always issued with 3 separate safety certificates, unlike
passenger ships which were issued with a single Passenger Ship Safety Certificate
which was valid for 12 months. This was because the different Cargo Ship Safety
Certificates had different durations one year for the Radio Certificate, two for the
Equipment Certificate and five years for the Construction Certificate. Administrations
may now issue a single Cargo Ship Safety Certificate, valid for up to 5 years, but like
the separate certificates (which still may be issued) subject to various intermediate
survey requirements. The surveys are the same whether 3 separate certificates or the
single certificate is issued.
Cargo Ship Safety Radio Certificate issued after survey of the radio equipment and
installation (including any used in life saving appliances). Valid up to 5 years, but
subject to annual surveys. Supplemented by a Record of Equipment.
Cargo Ship Safety Equipment Certificate issued after survey of the life saving
appliances and arrangements, navigation equipment, fire safety systems and
appliances, fire control plans, embarkation of pilots, and nautical publications. Lights,
shapes and sound signals are also included in this survey for the purpose of ensuring
that they comply fully with the requirements of SOLAS and the International Regulations
for Preventing Collisions at Sea (COLREGS). Valid up to 5 years, but subject to annual
survey, and a periodical survey (more thorough than an annual survey) in place of the
second or third annual survey. Supplemented by a Record of Equipment.
Cargo Ship Safety Construction Certificate issues after survey of hull, machinery and
equipment, including the arrangements, materials and scantlings of the structure,
machinery, steering gear, control systems, electrical installation and other equipment.
Valid up to 5 years, but subject to annual surveys, and an intermediate survey in place
of the second or third annual survey.
When an exemption is granted to a ship, an Exemption Certificate is issued in addition

to the Safety Certificate(s).

All Safety Certificates cease to be valid on change of flag.
Regulation 19 authorises officers duly appointed by Governments to control visiting
ships (Port State Control), the circumstances under which ships may be detained, and
points out that all possible efforts shall be made to avoid a ship being unduly detained
or delayed. Ships which are unduly detained or delayed shall be entitled to
compensation for any loss or damage suffered.
Chapter 1, Part C Casualties.
This part contains only Regulation 21, which obliges Administrations to conduct
investigations of any casualty when it judges that it may assist in determining any
changes in the regulations.
CHAPTER II-1 Construction Structure, subdivision and stability, machinery and
electrical installations
Chapter II-1, Part A General.
Like all the chapters, this starts with more detail of ships to which the chapter applies.
Chapter II-1, unless expressly provided otherwise, applies to ships built on or after 1
July 1986. Ships built before need to comply with the earlier version of SOLAS 1974. In
this chapter the expression all ships means ships constructed before, on, or after 1
July 1986. The expression is re-defined in each chapter.
Administrations may exempt individual or classes of ships from any requirements which
may be unreasonable or unnecessary, given the sheltered nature of voyages by ships
which do not proceed more than 20 miles from land.
There are good definitions in this part, including permeability of a space which is the
percentage of that space which can be occupied by water, measured only to the height
of the margin line, which is a line drawn at least 76mm below the upper surface of the
bulkhead deck at side. The bulkhead deck is the uppermost deck up to which the
transverse watertight bulkheads are carried.
Chapter II-1, Part A1 Structure of Ships.
Regulation 3-1 of this part requires ships shall be designed, constructed and maintained
in compliance to the rules of a classification society (or equivalent national standards).
The rest deals with corrosion prevention of seawater ballast tanks, safe access to
tanker bows, and emergency towing arrangements on tankers.

Chapter II-1, Part B Subdivision and stability.

This part deals with floodable lengths in passenger ships, permeability in passenger
ships, lengths of compartments, stability of passenger ships in damaged condition and
similar subjects all with formulae for the computation of criterion of service numeral
which determines the factor of subdivision.
Watertight bulkheads, double bottoms, watertight doors, openings in shell plating, bilge
pumping arrangements, stability information, damage control plans, and related
subjects are covered. Cargo ships require a watertight collision bulkhead located at a
distance from the forward perpendicular of not less than 5% of the length of the ship.
This would normally be 5% of the ships length back from the bow at the waterline, and
no doors or openings (apart from a single pipe protected with valve) are allowed to
penetrate this bulkhead. Cargo ships built on or after 1 February 1992 are required to
have a double bottom extending from the collision bulkhead to the afterpeak bulkhead,
as far as this is practicable and compatible with the design and proper working of the
ship.
Chapter II-1, Part B-1 Subdivision and damage stability of cargo ships.
This part applies to cargo ships over 100m built on or after 1 February 1992, and
between 80m and 100m if built on or after 1 July 1998. The regulations are intended to
provide ships with a minimum standard of subdivision, and deals with the calculation of
the required subdivision index R, the attained subdivision index A (this not to be less
than R), calculation of the factors pi (the probability that only the compartment or group
of compartments under consideration may be flooded, disregarding any horizontal
subdivision) and si, (the probability of survival after flooding those compartments,
including the effects of any horizontal subdivision).
Related regulations deal with permeability, stability information, openings in watertight
bulkheads and external openings in cargo ships.
Chapter II-1, Part C Machinery installations.
This part applies to passenger ships and cargo ships. It deals fully with the safety and
reliability of machinery. Some points from this part:

It requires Administrations to give special consideration to the reliability of single

essential propulsion components.

Main Propulsion is to be retained (or restored) in the event of a breakdown of

one of the essential auxiliaries.

Means to be provided to ensure that the machinery can be brought into operation

from the dead ship condition without external aid.

Engines with cylinder diameter of 200mm or a crankcase volume of 0.6m 3 to

have crankcase explosion relief valves.

Stopping times, ship headings and distances on trials, performance with only one
engine etc. to be recorded and available on board.

Main steering gear to put the rudder from 35deg on side to 30deg on other side
in 28 seconds whilst running ahead at maximum service speed.

Auxiliary steering gear to put the rudder from 15deg on side to 15deg on the
other in 1 minute whilst running ahead at half speed.

Indicators for propeller speed and direction to be fitted on the bridge (and engine
control room if the ship is built on or after 1 July 1998).

At least 2 means of communication (one being an engine-room telegraph) to be

provided between navigation bridge and engine control room.

Chapter II-1, Part D Electrical installations.

This part gives quite general descriptions of much of the installation, and great detail
about emergency lighting, emergency power sources, times emergency equipment is
required to operate, transitional source of emergency power (to operate between shut
down of main power and start of emergency genset), precautions against shock and
other electrical hazards, and type and use of cables. As examples:

Administrations are required to ensure the uniformity of electrical installations,

and referred to the publications of the International Electotechnical Commission,
especially Publication 92 Electrical Installations in Ships.

The main source of electrical power is to be at least two gensets, and any one
should be able to run the ship.

Emergency source of power and emergency switchboard to be provided, and to

be located above the uppermost continuous deck, remote from the main power
and switchboard and from the engine room boundaries, and with ready access to
the open deck.

Emergency source of power, which can be either a genset or batteries, to supply

power for given minimum times to emergency services including emergency
lighting, navigation lights, radio equipment, navigation equipment, fire detection

and alarm, fire pump, emergency bilge pump.

Chapter II-1, Part E Additional requirements for periodically unattended machinery
spaces.
The arrangements provided shall be such as to ensure that the safety of the ship in all
sailing conditions, including manoeuvring, is equivalent to that of a ship with manned
machinery spaces.
Engines of 2,250 kW and above or having cylinders of more than 300mm bore shall be
provided with crankcase oil mist detectors or engine bearing temperature monitors or
equivalent devices.
Increased requirements apply to bilge pumping, engine controls, communications,
alarm systems, automatic machinery shut-down, generator operation including load
shedding to ensure the integrity of power for essential services.
CHAPTER II-2 Construction Fire protection, fire detection and fire extinction.
Chapter II-2, Part A General.
Unless expressly provided otherwise, this chapter applies to ships built on or after 1
July 1998. Ships built before need to comply with earlier versions of SOLAS. All ships
means ships built before or after that date.
The basic principals which are applied depending on the type of ship are:

Division of the ship into main vertical zones, and separation of accommodation
spaces, by thermal and structural boundaries.

Restricted use of combustible materials.

Detection, containment and extinction of any fire in the zone of origin.

Protection of means of escape or access for fire fighting.

Ready availability of fire fighting appliances.

Minimization of possibility of ignition of flammable cargo vapour.

Requirements are detailed and provide exact details of equipment and specifications.
Chapter II-2, Part B Fire safety measures for passenger ships.

Full details of bulkheads and fire test requirements, escape routes, ventilation systems,
fixed fire fighting systems for passenger ships.
Chapter II-2, Part C Fire safety measures for cargo ships.
As above, but for cargo ships. With restricted use of combustible materials.
Chapter II-2, Part D Fire safety measures for tankers.
As may be imagined, a very detailed chapter.
CHAPTER III Life-saving appliances and arrangements.
Chapter III, Part A General.
This chapter applies to ships built on or after 1 July 1998. All ships means ships built
before, on or after that date. Ships built prior to that date need to conform to earlier
versions of SOLAS, and phase into the latest requirements as and when equipment is
replaced. There are good definitions in this section, including Length, Moulded depth,
and Novel life-saving appliance or arrangement.
Chapter III, Part B Requirements for ships and life-saving appliances.
SECTION I PASSENGER SHIPS AND CARGO SHIPS.
The paragraph dealing with Radio life-saving appliances (the requirement to carry VHF
radio and Radar transponders) applies to passenger ships, cargo ships over 500GT,
and to a slightly lesser extent all cargo ships between 300GT and 500GT.
As well as detailing the various appliances to be carried, sections dealing with Muster
lists, Abandon ship drill procedures, Emergency training and drills, Fire drills, On-board
training and instructions, Operational readiness, Servicing and maintenance of lifesaving appliances and related issues give a very good (and easy to understand)
overview of the types of systems which should be in place on board.
Taking section I as basic requirements for all ships, sections II, III and IV give the
additional requirements for passenger ships (II), cargo ships (III), and section IV
requires life-saving appliances to comply with the requirements of the Code which is
the International Life-Saving Appliance (LSA) Code adopted by the Maritime Safety
Committee of the IMO by resolution MSC.48(66). It is the responsibility of the ship to fit
equipment approved by the flag State Administration, and the responsibility of the
Administration to ensure that they only approve equipment which meets the standards
set out in the Code.

SECTION V MISCELLANEOUS
This is a very useful part which gives the format for the compilation of the Training
manual and on-board training aids, Instructions for on-board maintenance, and the
Muster List and emergency instructions.
CHAPTER IV Radiocommunications.
This chapter deals with the Global Maritime Distress and Safety System (GMDSS) and
is in three parts:
Chapter IV, Part A General.
The requirements of this chapter apply to passenger ships and cargo ships of 300 GT
and upwards. There was a phase-in period for ships built before February 1995, but this
has now passed, and since February 1999 all of these ships have needed to comply
fully with this chapter. Whilst other chapters give various degrees of latitude to
Administrations to accept equivalents or allow exemptions, it is noted here that
Contracting Governments consider it highly desirable not to deviate from the
requirements of this chapter. Any partial or conditional exemptions which may be
granted to individual ships needs to be reported to IMO together with the reasons for
granting the exemption.
The four Sea Areas are defined, A1 (VHF coverage), A2 (MF coverage), A3
(INMARSAT coverage) and A4 (an area outside the other 3).
The actual Functional Requirements are summarised in simple and positive language
Every ship, while at sea, shall be capable.....of transmitting ship-to-shore distress alerts
by at least two separate and independent means, each using a different
Radiocommunication service.....of receiving shore-to ship distress alerts.....and so on.
Chapter IV, Part B Undertakings by Contracting Governments.
This deals with the undertaking from Contracting Governments to make available
shore-based facilities for space and terrestrial Radiocommunication services, providing
service by Satellite, VHF, MF and HF as may be appropriate.
Chapter IV, Part C Ship requirements.
These 14 pages give the detail of the equipment to be carried and service provided on
board so the ship can comply with the Functional Requirements as set out in Part A.
The concise and (in general) non-technical descriptions of Equipment, Power sources,
Watches to be maintained, Maintenance requirements and Certification of personnel,
are apart from being the prime regulations - a valuable introduction to the whole
system of GMDSS to yachtsmen who may be considering fitting GMDSS as a voluntary

fit.
CHAPTER V Safety of Navigation.
This chapter, unless otherwise expressly provided for in this chapter, applies to all ships
on all voyages, except ships of war and ships solely navigating the Great Lakes of
North America and their connecting and tributary waters.
SOME PARTS OF THIS CHAPTER THEREFORE APPLY TO PLEASURE YACHTS
OF ANY SIZE.
The various express provisions within this chapter which effectively exempt certain
types or sizes of ships (including yachts) from compliance to some of the Regulations in
this chapter take a number of different forms and need to be read with great care. Some
of the Regulations apply to every ship to which Chapter I of SOLAS applies that
meaning they apply to passenger ships, and cargo ships over 500GT, engaged on
international voyages (so other ships do not need to comply). Other descriptions used
to either include or exclude ships from particular Regulations include:

Ships of less than 150 gross tonnage.

Ships of 150 gross tonnage and upwards.

All ships of over 150 gross tonnage, when engaged on international voyages.

On every passenger ship to which chapter I applies.

Ships engaged on voyages in the course of which pilots are likely to be

employed,

All ships which, in accordance with the present Convention, are required to carry
radio installations.

Ships of not less than 45m in length.

....and lots more.

Apart from the need to comply with fairly obvious requirements, there are some perhaps
less well known requirements which apply to ALL yachts. Some requirements (well
known and not so well known) which apply to ALL YACHTS are:

The Master of every ship is bound to report Danger Messages (e.g. meeting
dangerous ice, derelict, or other direct danger to navigation, or tropical storm,
etc.).

The Master of a ship at sea which is in a position to be able to provide

assistance, on receiving a signal from any source that persons are in distress at
sea, is bound to proceed with all speed to their assistance.... (Note this
Regulation 10 goes on to provide that in special circumstances, if the master
considers it unreasonable or unnecessary to proceed to their assistance he must
log the reasons and inform search and rescue services accordingly.)

The Master shall not be constrained by the shipowner, charterer or any other
person from taking any decision which, in the professional judgement of the
Master, is necessary for safe navigation, in particular in severe weather and in
heavy seas.

The Contracting Governments undertake, each for its national ships, to maintain,
or, if it is necessary, to adopt, measures for the purpose of ensuring that, from
the point of view of safety of life at sea, all ships shall be sufficiently and
efficiently manned. (Note in a footnote attention is drawn to the Principals of
safe manning adopted by IMO by resolution A.890(21) and to IMO Maritime
Safety Committee Circular 242 on single-handed voyages.) Ships to which
chapter I of SOLAS applies are required to carry a Safe Manning Document.)

Ships engaged on voyages in the course of which pilots are likely to be

employed shall be provided with pilot transfer arrangements. (Note there
follows 4 pages with the detail of the required arrangements.)

Within 12 hours before departure, the ships steering gear is to be checked and
tested by the ships crew. Administrations may waive this requirement for ships
which regularly engage on short voyages, in which case they should be done at
least once a week. Dates of checks and tests to be logged.

All ships shall carry adequate and up-to-date charts, sailing directions, lists of
lights, notices to mariners, tide tables, and all other nautical publications
necessary for the intended voyage.

CHAPTER VI (Carriage of cargoes) and Chapter VII (Carriage of dangerous

goods) deal with their titled subjects, and have almost no relation to yachts although
they do both apply to cargo ships of less than 500GT. CHAPTER VIII deals with Nuclear
ships. The relevant Nuclear Passenger Ship Safety Certificate and Nuclear Cargo Ship

Safety Certificate are valid for one year.

CHAPTER IX Management for the safe operation of ships.
This chapter brings into effect the requirement for the owner or manager of the ship (the
Company) and the ship, to comply with the IMO International Safety Management
(ISM) Code and to be issued with a Document of Compliance (DOC) by the
Administration after satisfactory audit. The ship, which must carry a copy of the DOC, is
issued with a Safety Management Certificate after the Administration verify that the
Company and its shipboard management operate in accordance with the approved
safety-management plan.
These regulations already apply to passenger ships and tankers, and come into force
for cargo ships of 500GT and upwards on 1st July 2002. Note also that Resolution 3 of
the 1994 Conference of Contracting Governments to the International Convention for
the Safety Of Life At Sea strongly urges Governments to implement as far as
practicable the ISM Code for cargo ships of 150GT and over, and requests
Governments to inform IMO of the action they have taken to implement the ISM Code
for those smaller ships.
CHAPTER X Safety measures for high-speed craft.
High Speed Craft as defined in this chapter and operating no more than 4 or 8 hours
(depending if passenger or cargo craft) from a place of refuge conforming to the IMO
High-Speed Craft (HSC) Code in its entirety shall be deemed to have complied with
the requirements of chapters I to IV and regulation V/12 of SOLAS. The HSC Code is
an alternative to SOLAS in those areas, and drafted to be more suitable for High Speed
Craft which operate in coastal waters and rely on shore based maintenance. The one
and a half pages of this chapter in SOLAS only gives effect to the use of the HSC Code.
The actual Code is a booklet separately available from IMO which gives all the
detail.
CHAPTER XI Special measures to enhance maritime safety.
This is a general tidying up exercise dealing with Authorisation of recognised
organizations, Enhanced surveys (bulk carriers and oil tankers), and Port State Control.
There is one Regulation which may apply to yachts, and that is the requirement for all
cargo ships (that includes pleasure yachts engaged in trade) of 300 GT and upwards to
be provided with an IMO identification number.
CHAPTER XII Additional safety measures for bulk carriers.
Additional requirements relating to damage stability and structural strength of bulk
carriers.

APPENDIX
This gives forms of the Safety Certificates for Passenger and Cargo ships.

SOLAS, Consolidated Edition, 2001

English Language Version IMO-110E
Available from:
International Maritime Organization, 4, Albert Embankment, London, SE1 7SR.
Tel: +44 (0) 20 77 35 76 11 Fax: +44 (0) 20 75 87 32 41
Website: http://www.imo.org e-mail: info@imo.org