1960 and 1974

Adoption: 17 June 1960

Entry into force: 26 May 1965

The 1974 version

Adoption:1 November 1974

Entry into force: 25 May 1980

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, the second in 1929 and the third in 1948.

The 1960 Convention was the first major task for IMO after its 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 incorporated 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 designed to ensure that changes could be made within a specified (and acceptably short) period of time.

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.

General provisions are contained in chapter I, the most important of them 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.

Subdivision and stability are dealt with in chapter II­1. 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.

Machinery and electrical installations: these requirements, contained in chapter II­1, 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.

Fire protection, fire detection and fire extinction: casualties to passenger ships through fire emphasized the need to improve the fire protection provisions of the 1960 Convention, and in 1966 and 1967 amendments were adopted by the IMO Assembly. These and other amendments, particularly detailed fire safety provisions for tankers and combination carriers, such as inert gas, were incorporated in chapter II­2 of the 1974 Convention.

These provisions are based on the following principles:

1. Division of the ship into main and vertical zones by thermal and structural boundaries.

2. Separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries.

3. Restricted used of combustible materials.

4. Detection of any fire in the zone of origin.

5. Containment and extinction of any fire in the space of origin.

6. Protection of the means of escape or of access for fire-fighting purposes.

7. Ready availability of fire-extinguishing appliances.

8. Minimization of the possibility of ignition of flammable cargo vapour.

Life-saving appliances and arrangements are dealt with in chapter III, which was completely revised by the 1983 amendments which entered into force on 1 July 1986. The revised chapter is divided into three parts.

Part A contains general provisions on application of the requirements, exemptions, definitions, evaluation, testing and approval of appliances and arrangements and production tests.

Part B contains the ship requirements and is subdivided into section I dealing with common requirements applicable to both passenger ships and cargo ships, section II containing additional requirements for passenger ships and section III containing additional requirements for cargo ships.

Part C deals with the life-saving appliance requirements and is divided into eight sections.

Section I contains general requirements, section II requirements for personal life-saving appliances, section III visual signal requirements, section IV requirements for survival craft, section V rescue boat provisions, section VI requirements for launching and embarkation appliances, section VII other life-saving appliances, and section VIII miscellaneous matters.

Radiotelegraphy and radiotelephony form the subject matter of chapter IV: Part A describes the type of facility to be carried. Operational requirements for watchkeeping and listening are given in part B, while technical provisions are detailed in part C. This part also includes technical provisions for direction-finders and for motor lifeboat radiotelegraph installations, together with portable radio apparatus for survival craft. The radio officer's obligations regarding mandatory log-book entries are listed in part D.

The chapter is closely linked to the Radio Regulations of the International Telecommunication Union and was completely revised in October 1988.

Safety of navigation is dealt with in chapter V which 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.

Carriage of grain forms the subject matter of chapter VI. Shifting is an inherent characteristic of grain, and its effect on a ship's stability can be disastrous. Consequently, the SOLAS Convention contains provisions concerning stowing, trimming and securing grain cargoes.

Provision is made for ships constructed specially for the transport of grain, and a method for calculating the adverse heeling moment due to a shift of cargo surface in ships carrying bulk grain is specified. It also provides for documents of authorization, grain loading, stability data and associated plans of loading. Copies of all relevant documents must be available on board to enable the master to meet the chapter's requirements.

This chapter was revised in 1991, to make it applicable to all types of cargo except liquids and gases in bulk. The carriage of dangerous goods is dealt with in chapter VII, which contains provisions for the classification, packing, marking, labelling and placarding, documentation and stowage of dangerous goods in packaged form, in solid form in bulk, and liquid chemicals and liquefied gases in bulk.

The classification follows the system used by the UN for all modes of transport. The UN system has been adapted for marine transport and the provisions are in some cases more stringent.

Contracting Governments are required to issue instructions at the national level. To help them do this, the Organization developed the International Maritime Dangerous Goods (IMDG) Code. The IMDG Code is constantly updated to accommodate new dangerous goods and to supplement or revise existing provisions. Regulations concerning substances carried in bulk in purpose-built ships were introduced in the 1983 amendments dealt with below.

Nuclear ships are covered in chapter VIII. Only basic requirements are given and are particularly concerned with radiation hazards. However, a detailed and comprehensive Code of Safety for Nuclear Merchant Ships was adopted by the IMO Assembly in 1981 as an indispensable companion document.

Adoption:17 February 1978

Entry into force:1 May 1981

This was adopted at the International Conference on Tanker Safety and Pollution Prevention and 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 points are as follows:

1. New crude oil carriers and product carriers of 20,000 dwt and above are required to be fitted with an inert gas system.

2. 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.

3. In the case of crude oil carriers of 20-40,000 dwt there is provision for exemption by flag States where it is 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.

4. 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 are fitted with high capacity washing machines.

5. In addition to requiring that all ships of 1,600 grt and above shall be fitted with radar, the Protocol requires that all ships of 10,000 grt and above have two radars, each capable of being operated independently.

6. All tankers of 10,000 grt and above shall have two remote steering gear control systems, each operable separately from the navigating bridge.

7. The main steering gear of new tankers of 10,000 grt and above shall comprise two or more identical power units, and shall be capable of operating the rudder with one or more power units.

Adoption: 20 November 1981

Entry into force: 1 September 1984

Perhaps the most important amendments concern chapter II-1 and chapter II-2, both of which were virtually re-written and updated.

The changes to chapter II-1 include updated provisions of resolution A.325(IX) on machinery and electrical requirements.

Further amendments to regulations 29 and 30 were agreed following the Amoco Cadiz disaster and taking into account the 1978 SOLAS Protocol on steering gear. The requirements introduce the concept of duplication of steering gear control systems in tankers.

Amendments to chapter II-2 include the requirements of resolution A.327(XI), provisions for halogenated hydrocarbon extinguishing systems, special requirements for ships carrying dangerous goods, and a new regulation 62 on inert gas systems. The amendments to chapter II-2 strengthen the requirements for cargo ships and passenger ships to such an extent that a complete rearrangement of that chapter became necessary.

A few minor changes were made to chapter III but seven regulations in chapter IV were replaced, amended or added. Some important changes were also made to chapter V, including the addition of new requirements concerning the carriage of shipborne navigational equipment.

The revised requirements cover 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 number of small changes were made to chapter VII.

Adoption: 17 June 1983

Entry into force: 1 July 1986

These amendments include 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.

The most extensive changes involve chapter III, which has been completely rewritten. The chapter in the 1974 Convention differs little from the texts which appeared in the 1960 and 1948 SOLAS Conventions and the amendments are designed not only take into account the many technical advances which have taken place since then but also to expedite the evaluation and introduction of further improvements.

Some small changes were made to chapter IV. The amendments to chapter VII extended its application to chemical tankers and liquefied gas carriers by making reference to two new Codes, the International Bulk Chemical Code and the International Gas Carrier Code. Both relate to ships built on or after 1 July 1986.

Adoption: 21 April 1988

Entry into force: 22 October 1989

In March 1987 the ro-ro ferry Herald of Free Enterprise capsized 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.

They include new regulations 23-2 and 42-1 of Chapter II-1 and are intended to improve monitoring of doors and cargo areas and to improve emergency lighting.

Because of the urgency, the `tacit acceptance' procedure was used to bring the amendments into force only 18 months after their adoption.

Adoption: 28 October 1988

Entry into force: 29 April 1990

Some of these amendments also resulted from the Herald of Free Enterprise disaster. They affect the intact requirements concerning supplying the data necessary to maintain sufficient stability of all passenger ships; require all cargo loading doors to be locked before a ship leaves the berth; and make 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 were being prepared before the disaster, but their adoption was brought forward as a result. They concern the stability of passenger ships in the damaged condition.

Adoption: 11 November 1988

Entry into force: 12 months after being accepted by at least 15 States whose combined merchant fleets represented at least 50% of world tonnage (but not before 1 February 1992)

Status: 25 acceptances have been received, representing 26% of world tonnage.

The Protocol introduces a new system of survey and certification which will harmonize with two other conventions, Load Line and MARPOL 73/78. At present, requirements in the three instruments vary and, as a result, 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 will reduce costs for shipowners and administrations alike.

Adoption: 11 November 1988

Entry into force: 1 February 1992

IMO began work on the Global Maritime Distress and Safety System in the 1970s and its introduction marked the biggest change to maritime communications since the invention of radio.

It will be introduced in stages between 1993 and 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 will make great use of the satellite communications provided by INMARSAT but will also use terrestrial radio.

The equipment required by ships will vary accordingly to the area in which they operate. In addition to distress communications, the GMDSS will also provide for the dissemination of general maritime safety information (such as navigational and meteorological warnings and urgent information to ships).

Adoption:11 April 1989

Entry into force: 1 February 1992

The main changes concern Chapter II-1 and II-2 of the convention, which are respectively concerned with ships' construction and with fire protection, detection and extinction.

Chapter II-1 covers subdivision and stability and machinery and electrical installations. 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.

Chapter II-2 deals with fire protection, detection and extinction. Improvements have been introduced to 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.

Adoption: May 1990

Entry into force:1 February 1992

Important changes have been 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 introduce 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 sustained in the forward part of ships and it seemed logical, therefore, to improve the standard of subdivision there rather than towards the stern. Because it is based on statistical evidence as to what actually happens when ships collide, the probabilistic concept provides a far more realistic scenario than the earlier "deterministic" method, whose principles regarding the subdivision of passenger ships are theoretical rather than practical in concept.

At the same meeting amendments were adopted to 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 Liquified Gases in Bulk.

Adoption: 24 May 1991

Entry into force: 1 January 1994

The most important feature of these amendments is the complete revision of Chapter VI (carriage of grain). This has been extended to include other cargoes. The text is shorter, but the chapter is backed up by two new Codes. The International Grain Code will be a mandatory instrument while the Code of Safe Practice for Cargo Stowage and Securing is recommended. The new chapter also refers to the Code of Safe Practice for Ships Carrying Timber Deck Cargoes and the Code of Safe Practice for Solid Bulk Cargoes.

Fire safety requirements for passenger ships have been improved by means of amendments to Chapter II-2 and other changes have been made to Chapter III and Chapter V (safety of navigation).

Adoption: 10 April 1992

Entry into force: 1 October 1994

New standards concerning the stability of existing ro-ro passenger ships after damage, are included in amendments to Chapter II-1. They are based on measures to improve the damage stability of new ro-ro passenger ships which came into force on 29 April 1990 but have been slightly modified. The measures are being introduced in an 11-year period that began on 1 October 1994.

A number of other amendments to SOLAS were adopted, including improved fire safety measures for existing passenger ships. The measures include mandatory requirements for smoke detection and alarm and sprinkler systems in accommodation and service spaces, stairway enclosures and corridors. Other improvements involve the provision of emergency lighting, general emergency alarm systems and other means of communication.

There will also be a phase-in period for these measures. Some will enter into force on 1 October 1994. Those dealing with smoke detection and alarm systems and sprinklers will be applied from 1 October 1997. Requirements concerning stairways of steel-frame construction, for fire-extinguishing systems in machinery spaces and for fire doors will become mandatory on 1 October 2000.

The April 1992 amendments are particularly important because they apply to existing ships. In the past, major changes to SOLAS have been restricted to new ships be so-called "grandfather clauses". The reason for this is that major changes involve expensive modifications to most ships. Because of the financial burden this imposes on the industry, IMO has in the past been reluctant to make such measures retroactive.

Adoption: 11 December 1992

Entry into force: 1 October 1994

The most important amendments are concerned with the fire safety of new passenger ships. They will make it mandatory for new ships (i.e. those built after 1 October 1994) carrying more than 36 passengers to be fitted with automatic sprinklers (at present this is optional) and a fire detection and alarm system centralized in a continuously-manned remote control station. Controls for the remote closing of fire doors and shutting down of ventilation fans must be located at the same place.

New standards for the fire integrity of bulkheads and decks have been introduced and improvements made to standards for corridors and stairways used as a means of escape in case of fire. Emergency lighting which can be used by passengers to identify escape routes will be required.

Other amendments affect the fire safety of ships carrying 36 passengers or less and also oil tanker fire safety.

Three Codes were also amended. They include 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 codes are mandatory under SOLAS and the amendments are expected enter into force on 1 July 1994. They will affects ships built after that date.

Amendments to the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) were also adopted and will enter into force on 1 July 1994. The Code is voluntary and applies to existing ships.

Adoption: 24 May 1994

Entry into force: see below:

Article VIII: this article deals with the procedures for amending the Convention. The existing text says that proposed amendments have to be circulated to Governments at least six months prior to adoption and cannot enter into force until at least 18 months after adoption. At the 62nd session, the MSC agreed to a proposal by the Secretary-General that, in exceptional circumstances, the circulation period could be reduced to three months and the entry into force period to 12 months. The total time between circulation and entry into force could thus be cut from 24 months to 15 months. The MSC agreed that amendments to this effect could be brought into force by tacit acceptance.

At the conference doubts were expressed about this decision and, after considerable discussion, the conference adopted a resolution on an accelerated amendment procedure to be used in exceptional circumstances. It states that a Conference of Contracting Governments can reduce the period after which an amendment to the technical chapters of the Convention (which excludes the articles and chapter I) is deemed to have been accepted from 12 months to six months.

The circulation period will remain at six months as will the period between the date on which the amendment is deemed to have been accepted and the date of entry into force. The total period between circulation of an amendment and its entry into force could thus be reduced from 24 months to 18.

Chapter IX: Management for the Safe Operation of Ships:the amendment adds a new chapter to the Convention which is designed to make mandatory the International Safety Management Code, which was adopted by IMO in November 1993 (Assembly resolution A.741(18)).

The amendments are expected to enter into force under tacit acceptance on 1 July 1998. The new chapter will apply to passenger ships and tankers from that date and to cargo ships and mobile drilling units of 500 gross tonnage and above from 1 July 2002.

The Code establishes safety management objectives which are:

• to provide for safe practices in ship operation and a safe working environment;

• to establish safeguards against all identified risks;

• to continuously improve safety management skills of personnel, including preparing for emergencies.

The Code requires a safety management system (SMS) to be established by "the Company", which is defined as the shipowner or any person, such as the manager or bareboat charterer, who has assumed responsibility for operating the ship.

The Company is then required to establish and implement a policy for achieving these objectives. This includes providing the necessary resources and shore-based support. Every company is expected "to designate a person or persons ashore having direct access to the highest level of management".

The procedures required by the Code should be documented and compiled in a Safety Management Manual, a copy of which should be kept on board.

Chapter X: Safety Measures for High Speed Craft:this is another new chapter. The amendment makes mandatory the International Code of Safety for High-Speed Craft which was adopted by the MSC at the same session.

It entered into force under tacit acceptance (unless rejected) on 1 January 1996 and applies to ships built on or after that date.

Chapter XI: Special Measures to Enhance Maritime Safety: the chapter was developed during the conference to resolve differences concerning the appropriate amendment procedure. The new chapter entered into force under tacit acceptance on 1 January 1996.

The purpose of the resolution is to ensure that plans and documents are reviewed and applied consistently. The enhanced surveys should be carried out during the periodical, annual and intermediate surveys prescribed by the MARPOL and SOLAS Conventions.

The guidelines pay special attention to corrosion. Coatings and tank corrosion prevention systems must be thoroughly checked and measurements must also be carried out to check the thickness of plates. These measurements become more extensive as the ship ages.

Reference is made to resolution A.742(18), which was adopted by the IMO Assembly in November 1993. The resolution acknowledges the need for port States to be able to monitor not only the way in which foreign ships comply with IMO standards but also to be able to assess "the ability of ships' crews in respect of operational requirements relevant to their duties, especially with regard to passenger ships and ships which may present a special hazard".

The resolution agrees that, where there are clear grounds for believing that a ship's officers and crew are not familiar with essential shipboard procedures, then port State control should be extended to include operational requirements.

The "clear grounds" referred to are defined in the annex to the resolution. They include such factors as operational shortcomings, cargo operations not being conducted properly, the involvement of the ship in incidents caused by operational mistakes, absence of an up-to-date muster list and indications that crew members may not be able to communicate with each other.

Port State control inspections are normally limited to checking certificates and documents. The introduction says that if certificates are not valid or if there are clear grounds for believing that the condition of the ship or of its equipment, or its crew, does not substantially meet the requirements of a relevant instrument, a more detailed inspection may be carried out.

The operations and procedures selected for special attention include ascertaining that crew members are aware of their duties as indicated in the muster list; communications; fire and abandon ship drills; familiarity with the ship's damage control and fire control plans; bridge, cargo and machinery operations; and ability to understand manuals and other instructions. The guidelines then cover operational requirements relating to anti-pollution activities.

Adoption: 25 May 1994

Entry into force: 1 January 1996

Some of the most important of the amendments concern Chapter V, which deals with safety of navigation. Three new regulations have been added.

Regulation 15-1 requires all tankers of 20,000 dwt and above built after 1 January 1996 to be fitted with an emergency towing arrangement to be fitted at both ends of the ship. Existing tankers must be fitted with a similar arrangement at the first scheduled dry-docking after 1 January 1996 but not later than 1 January 1999.

A new regulation 22 is designed to improve navigation bridge visibility.

The third new regulation, 8-1, deals with ship reporting. It makes the use of ship reporting systems approved by IMO mandatory. General principles for ship reporting systems were adopted by IMO in 1989 as a recommendation. The systems are used to provide, gather or exchange information through radio reports.

The new regulation will make it mandatory for ships entering areas covered by ship reporting systems to report in to the coastal authorities giving details of sailing plans.

Chapter II-2, which deals with fire safety, was also amended. Improvements were made to regulation 15, which deals with fire protection arrangements for fuel oil, lubrication oil and other flammable oils.

The Committee also adopted a number of amendments to the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) and the Code for the Construction and Equipment of Ships Carrying Liquefied Gases (Gas Carrier Code). The changes deal with the filling limits for cargo tanks.

Adoption: 9 December 1994

Entry into force: 1 July 1996

Two of the amendments affect Chapter VI and are intended to make the Code of Safe Practice for Cargo Stowage and Securing mandatory. The Code was adopted as a recommendation in 1991. The amendments make it mandatory to provide the cargo information required by the Code and for cargo units, including containers, to be loaded, stowed and secured in accordance with a manual that must be at least equivalent to the Code.

The Code is also made mandatory under Chapter VII, which deals with the carriage of dangerous goods.

Adoption: 16 May 1995

Entry into force: 1 January 1997

The amendments replace regulation 8 of Chapter V with a new text. It recognizes IMO as the only Organization responsible for developing criteria for ship routeing systems and defines how this should be prepared and submitted. The amendment is expected to enter into force on 1 January 1997.

Adopted: 29 November 1995

Entry into force: 1 July 1997

The amendments are based on proposals put forward by the Panel of Experts on Ro-Ro Ferry Safety which was established in December 1994 following the sinking of the ferry Estonia.

The most important of the changes concerned the stability of ro-ro passenger ships.

The SOLAS 90 damage stability standard, which has applied to all passenger including ro-ro passenger ships built since 1990, is extended to existing ro-ro passenger ships as well in accordance with an agreed phase-in programme. Ships that only meet 85% of the standard will have to comply fully by 1 October 1998 and those meeting 97.5% or above by 1 October 2005. The 1992 amendments apply only a modified version of this standard.

A new regulation 8-2 was also adopted which contains special requirements for ro-ro passenger ships carrying 400 passengers or more. This is intended to phase out ships built to a one-compartment standard and ensure that they can survive without capsizing with two main compartments flooded following damage.

Proposals by the Panel that a new requirement taking into account the effect of water on the vehicle deck be included in the SOLAS Convention were not accepted and instead the conference adopted a resolution which permits regional arrangements to be agreed by Contracting Governments on specific stability requirements for ro-ro passenger ships.

The conference also adopted amendments to several other chapters in the SOLAS Convention.

The changes to Chapter III, which deals with life-saving appliances and arrangements, include the addition of a new section requiring ro-ro passenger ships to be fitted with public address systems, a new regulation providing improved requirements for life-saving appliances and arrangements and a requirement for all passenger ships to have full information on the details of passengers on board and requirements for the provision of a helicopter pick-up or landing area.

Other amendments were made to Chapter IV (radiocommunications); Chapter V (safety of navigation), including a requirement that all ro-ro passenger ships should have an established working language, and Chapter VI (carriage of cargoes).

Adoption: 4 June 1996

Entry into force: 1 July 1998 (under tacit acceptance)

The amendments include the complete replacement of the existing text of Chapter III, which deals with life-saving appliances and arrangements. The amendments take into account changes in technology that have occurred since the chapter was last re-written in 1983.

Many of the technical requirements have been transferred to a new International Life-Saving Appliance (LSA) Code. This will apply to all ships built on or after 1 July 1998. Some of the amendments to Chapter III will apply to existing ships as well as new ones.

Other amendments apply to Chapter II-1 (Construction - Sub-division and stability, machinery and electrical installations) and include a new part A-1 dealing with the structure of ships. A new regulation 3-1 requires that ships shall be designed, constructed and maintained in compliance with structural requirements of a recognized classification society or with applicable requirements by the Administration. A new regulation 3-2 deals with corrosion prevention of seawater ballast tanks and other amendments to chapter II-1 concern the stability of passenger and cargo ships in the damaged condition.

Chapter VI (Carriage of cargoes) has also been amended. Regulation 7 has been replaced by a new text dealing with the loading, unloading and stowage of bulk cargoes. It is intended to ensure that no excessive stress is placed on the ship's structure during such operations. The ship must be provided with a booklet giving advice on cargo handling operations and the master and terminal representative must agree on a plan to ensure that loading and unloading is carried out safely.

A change has also been made to Chapter XI dealing with the authorization of recognized organizations. The International Bulk Chemicals (IBC) and Bulk Chemicals (BCH) Code were also amended. The IBC Code is mandatory under SOLAS and applies to ships carrying dangerous chemicals in bulk that were built after 1 July 1986. The BCH is recommended and applies to ships built before that date.

Adoption: 6 December 1996

Entry into force: 1 July 1998 (under tacit acceptance)

The amendments to Chapter II-1 include a new requirement for ships to be fitted with a system to ensure that the equipment necessary for propulsion and steering will be maintained or immediately restored in the case of loss of any one of the generators in service.

Chapter II-2 has been considerably modified, with changes being made to the general introduction, Part B (fire safety measures for passenger ships), Part C (fire safety measures for cargo ships) and Part D (fire safety measures for tankers).

A new International Code for Application of Fire Test Procedures has been made mandatory under the revised Chapter II-2. It is intended to be used by Administrations when approving products for installation in ships flying their flag.

An amendment to Chapter V (Safety of Navigation) is designed to ensure that the crew can gain safe access to the ship's bow, even in severe weather conditions. Amendments have also been drafted to two regulations in Chapter VII (Carriage of Dangerous Goods).

The IBC Code was also amended

Adoption: 27 April 1979

Entry into force: 22 June 1985

The main purpose of the Convention is to facilitate co-operation between Governments and between those participating in search and rescue (SAR) operations at sea by establishing an international SAR plan.

Co-operation of this type is encouraged by SOLAS 1974, Parties to which undertake `to ensure that any necessary arrangements are made for coast watching and for the rescue of persons in distress round its coasts. These arrangements should include the establishment, operation and maintenance of such maritime safety facilities as are deemed practicable and necessary'.

The technical requirements of the SAR Convention re contained in an Annex. Parties to the Convention are required to ensure that arrangements are made for the provision of adequate SAR services in their coastal waters.

Parties are encouraged to enter into SAR agreements with neighbouring States involving the establishment of SAR regions, the pooling of facilities, establishment of common procedures, training and liaison visits. The Convention states that Parties should take measures to expedite entry into its territorial waters of rescue units from other Parties. The Convention then goes on to establish preparatory measures which should be taken, including the establishment of rescue co-ordination centres and subcentres. It outlines operating procedures to be followed in the event of emergencies or alerts and during SAR operations. This includes the designation of an on-scene commander and his duties.