History of SOLAS

The International Convention for the Safety of Life at Sea (SOLAS)

The SOLAS Convention in its successive forms is generally regarded as the most important of all
international treaties concerning the safety of merchant ships.

SOLAS 1914   

Papers of the 1913-1914 Conference on Safety of Life at Sea 

Committee on Life Saving Appliances - Report and Minutes of Proceedings

Committee on Safety of Navigation     - Report and Minutes of Proceedings

Committee on Safety of Construction  - Report and Minutes of Proceedings

Committee on Wireless Telegraphy    - Report and Minutes of Proceedings

Committee on Certificates                  - Report and Minutes of Proceedings

The sinking of the Titanic on  14 April 1912 after colliding with an iceberg   was the catalyst for the
adoption in 1914 of the first International Convention for the Safety of Life at Sea (SOLAS).  More than
1,500 passengers and crew died and the disaster raised so many questions about the safety standards
in force that the United Kingdom Government proposed holding a conference to develop international
regulations.  The Conference, which was attended by representatives of 13 countries, introduced new
international requirements dealing with safety of navigation for all merchant ships; the provision of
watertight and fire-resistant bulkheads; life-saving appliances; and fire prevention and fire fighting
appliances on passenger ships.  Other requirements dealt with the carriage of radiotelegraph equipment
for ships carrying more than 50 persons; the Conference also agreed on the establishment of a North
Atlantic ice patrol.

 
The International Convention for the Safety of Life at Sea (SOLAS) was adopted on 20 January 1914 but
did not enter into force in July 1915 as the war had broken out in Europe. It had been signed by only 5
states but led to extensive application regulations in Britain, France, the United States and Scandinavia.
 
Read more:
Furuseth, Andrew. Safety of life at sea :analysis and explanatory notes of the London Convention on
Safety of Life at Sea in relation to the American Merchant Marine. Washington : [G.P.O.], 1914.
 

SOLAS 1929 

In 1927 proposals were made for another conference which was held in London in 1929. This time 18
countries attended. The 1929 version contained some sixty articles on ship construction, lifesaving
equipment, fire prevention and fire fighting, wireless telegraphy equipment, navigation aids and rules to
prevent collisions. It entered into force in 1933.
One of the two annexes to the convention revised the international regulations for preventing collisions
at sea (Collision Regulations).

SOLAS 1948 

The documents of the 1948 Conference are available in the Maritime Knowledge Centre

By 1948 the 1929 convention had been overtaken by technical developments and the United
Kingdom again hosted an international conference which adopted the third SOLAS Convention. It
followed the already established pattern but covered a wider range of ships and went into
considerably greater detail. 

SOLAS 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 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.

SOLAS 1974 

Documents of the 1974 Conference

The SOLAS 1974 Conference was held in London from 21 October to 1 November and was attended
by 71 countries. The Convention which was adopted is the version currently in force and it is
unlikely to be replaced by a new instrument because of the new tacit amendment procedure which is
included in

Article VIII.
The new Convention included not only the amendments agreed up until that date but a new
amendment procedure - the tacit acceptance procedure- designed to ensure that changes could be
made within a specified (and acceptably short) period of time.
Instead of requiring that an amendment shall enter into force after being accepted by, for example,
two thirds of the Parties, the tacit acceptance procedure provides that an amendment shall enter into
force on a specified date unless, before that date, objections to the amendment are received from an
agreed number of Parties.

As a result, the 1974 Convention (SOLAS, 1974) which entered into force in 1980 has been updated
and amended on numerous occasions.
The International Convention for the Safety of Life at Sea (SOLAS) is an international maritime
safety treaty. It ensures that ships flagged by signatory States comply with minimum safety standards
in construction, equipment and operation. The SOLAS Convention in its successive forms is
generally regarded as the most important of all international treaties concerning the safety of
merchant ships.[1]

History
Origin and early versions

The first version of the treaty was passed in 1914 in response to the sinking of the RMS Titanic. It
prescribed numbers of lifeboats and other emergency equipment along with safety procedures,
including continuous radio watches.[2]

Newer versions were adopted in 1929 and 1948.[1][3]

1960 version

The 1960 Convention — which was activated on 26 May 1965 — was the first major achievement
for International Maritime Organization (IMO) after its creation. The 1960 version represented a
massive advance in updating commercial shipping regulations and in staying up-to-date with new
technology and procedures in the industry.

1974 version

The intention had been to keep the Convention up to date by periodic amendments, but the procedure
to incorporate the amendments proved to be very slow: it could take several years for the
amendments to be put into action since countries had to give notice of acceptance to IMO and there
was a minimum threshold of countries and tonnage.

As a result, a complete new convention was adopted in 1974 which includes all the agreements and
acceptant procedures. Even though the Convention was updated and amended numerous times, the
Convention in force today is sometimes referred to as SOLAS, 1974.[1]

The 1974 version simplified the process for amending the treaty. A number of amendments have
been adopted since. The latest Convention in 1974 included the "tacit acceptance" procedure
whereby amendments enter into force by default unless nations file objections that meet a certain
number or tonnage.

In 1975 the assembly of the IMO decided that the 1974 convention should in future use SI units
only.[4]

1988 version

In particular, amendments in 1988 based on amendments of International Radio Regulations in 1987

replaced Morse code with the Global Maritime Distress Safety System (GMDSS) and came into
force beginning 1 February 1992. An idea of the range of issues covered by the treaty can be gained
from the list of sections (below).

Later amendments

The up-to-date list of amendments to SOLAS is maintained by the IMO. As of April 2013, the most
recent amendment dates from May 2011.[5]

↑Jump back a section

Regions of international water

SOLAS divides international waters into regions; see the map provided by the IMO ocean atlas.
Also, see the status of these regions along with technical descriptions. Also, see a list of SAR topics.

↑Jump back a section

Sections of the treaty

The International Convention for the Safety of Life at Sea (SOLAS), 1974, requires flag States to
ensure that their ships comply with minimum safety standards in construction, equipment and
operation. It includes articles setting out general obligations, etcetera, followed by an annex divided
into twelve chapters.[1] Of these, chapter five (often called 'SOLAS V') is the only one that applies to
all vessels on the sea, including private yachts and small craft on local trips as well as to commercial
vessels on international passages. Many countries have turned these international requirements into
national laws so that anybody on the sea who is in breach of SOLAS V requirements may find
themselves subject to legal proceedings.[6]

Chapter I – General Provisions

Surveying the various types of ships and certifying that they meet the requirements of the
convention.[1]

Chapter II-1 – Construction – Subdivision and stability, machinery and electrical installations

The subdivision of passenger ships into watertight compartments so that after damage to its hull, a
vessel will remain afloat and stable.[1]

Chapter II-2 – Fire protection, fire detection and fire extinction

Fire safety provisions for all ships with detailed measures for passenger ships, cargo ships and
tankers.[1]

Chapter III – Life-saving appliances and arrangements

Life-saving appliances and arrangements, including requirements for life boats, rescue boats and life
 jackets according to type of ship.[1]

Chapter IV – Radiocommunications

The Global Maritime Distress Safety System (GMDSS) requires passenger and cargo ships on
international voyages to carry radio equipment, including satellite Emergency Position Indicating
Radio Beacons (EPIRBs) and Search and Rescue Transponders (SARTs).[1]

Chapter V – Safety of navigation

This chapter requires governments to ensure that all vessels are sufficiently and efficiently manned
from a safety point of view. It places requirements on all vessels regarding voyage and passage
planning, expecting a careful assessment of any proposed voyages by all who put to sea. Every
mariner must take account of all potential dangers to navigation, weather forecasts, tidal
predictions, the competence of the crew, and all other relevant factors. [6] It also adds an obligation
for all vessels' masters to offer assistance to those in distress and controls the use of lifesaving
signals with specific requirements regarding danger and distress messages. It is different to the
other chapters, which apply to certain classes of commercial shipping, in that these requirements
apply to all vessels and their crews, including yachts and private craft, on all voyages and trips
including local ones.[1]

Chapter VI – Carriage of Cargoes

Requirements for the stowage and securing of all types of cargo and cargo containers except liquids
and gases in bulk.[1]

Chapter VII – Carriage of dangerous goods

Requires the carriage of all kinds of dangerous goods to be in compliance with the International
Maritime Dangerous Goods Code (IMDG Code).[1]

Chapter VIII – Nuclear ships

Nuclear powered ships are required, particularly concerning radiation hazards, to conform to the
Code of Safety for Nuclear Merchant Ships. [1]

Chapter IX – Management for the Safe Operation of Ships

Requires every shipowner and any person or company that has assumed responsibility for a ship to
comply with the International Safety Management Code (ISM).[1]

Chapter X – Safety measures for high-speed craft

Makes mandatory the International Code of Safety for High-Speed Craft (HSC Code).

Chapter XI-1 – Special measures to enhance maritime safety

Requirements relating to organisations responsible for carrying out surveys and inspections,
 enhanced surveys, the ship identification number scheme, and operational requirements.

Chapter XI-2 – Special measures to enhance maritime security

Includes the International Ship and Port Facility Security Code (ISPS Code). Confirms that the role of
the Master in maintaining the security of the ship is not, and cannot be, constrained by the
Company, the charterer or any other person. Port facilities must carry out security assessments and
develop, implement and review port facility security plans. Controls the delay, detention, restriction,
or expulsion of a ship from a port. Requires that ships must have a ship security alert system, as well
as detailing other measures and requirements. [1]

Chapter XII – Additional safety measures for bulk carriers

Specific structural requirements for bulk carriers over 150 metres in length. [1]

What is Safety of Life at Sea (SOLAS)?

Aug 4, 2007

There is much discussion about SOLAS, so I did some research to find out what exactly it is.
SOLAS describes two different regulations – one is the "International Convention for Safety of Life
at Sea", the other is the Public Law 89-777 from 1966, popular name: "Safety at Sea Act" or "Safety
of Life at Sea Act". The international convention called SOLAS applies only to ships engaged on
international voyages. That means, the Delta Queen is not directly affected by this. What affects the
Delta Queen though is the Safety at Sea Act (P.L. 89-777). P.L. 89-777 includes that passenger
vessels "having berth or stateroom accommodations for 50 or more passengers" have to be compliant
with the SOLAS regulations of 1960 and some amendments. (Thanks very much to the National
Mississippi River Museum and Aquarium and Dubuque County Historical Society for sending us a
copy of P.L. 89-777). The DQ was granted a two-year delay in enactment in an amendment directly
to this law, and again a two-years delay was issued in 1968. 1970 was the year of the first big "Save
the Delta Queen" campaign. Despite all efforts (see steamboats.com for details) the campaign almost
failed. Eventually the Delta Queen got a new 3-year exemption. After that an exemption was re-
issued several times, including the exemption that is now expiring in November 2008.

International Convention SOLAS The "International Convention for Safety of Life at Sea" exists
already since 1914. This first version was passed in response to the Titanic disaster in 1912. Since
then there had been several versions and since 1948 the International Maritime Organization (IMO)
develops and maintains SOLAS.

The relevant version for the Delta Queen was adopted in 1960 and entered into force in 1965. An
amendment from 1966, which is referred to in the Safety at Sea Act P.L. 89-777, deals with special
fire safety measures. The actual version or SOLAS, dating back to 1974, came into effect in May
1980 (full text: www.austlii.edu.au/au/other/dfat/treaties/1983/22.html). What seams to be important
for the Delta Queen – because she's not effected by that – is that only since the 1974 SOLAS the
convention is being extended and altered by amendments, but there are not completely new versions.
A more detailed history of SOLAS can be found on the Metal Safe Sign Int. website. SOLAS 1974
is special because its regulations can become national law without ever passing the US Congress or
the desk of the President. It's based on a so called "tacit acceptance" which means if a country
doesn't contradict within a given time frame it comes into effect automatically. This is a very
interesting procedure, being more and more used for international treaties to speed up the process as
it forces countries to act instead of waiting decades until the last of the member countries' parliament
has taken care of a treaty to come into effect. Florida based maritime attorney Rod Sullivan is
discussing this issue more in detail in his blog entry The IMO and the "Tacit Acceptance
Procedure" . SOLAS 2010, affecting many of the older cruise ships, consists of some amendments
made in 2006, going into effect on July 1, 2010. They contain new and stricter safety regulations
especially for passenger vessels.

14 Comments »

14 Responses to “What is Safety of Life at Sea (SOLAS)?”

1. Charles Greene Says:

October 15th, 2007 at 11:44 pm

What precisely is “restricted use” when referring to combustible materials? Nowhere do I see
an explicit forbidding of the use of wood in a superstructure. Virtually anything is
combustible under the right conditions. (e.g. 9-11) At some point common sense needs to put
the bureaucrats in their place.

Below is from SOLAS 1974″

“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.”

2. john teska Says:

November 12th, 2007 at 11:27 pm

This is crap. I would love to take a trip on the delta queen next year. that demos for ya. KEEP
OUR HISTORY ALIVE AND UNDER STEAM!!!!!

3. Update: no decision yet Says:

February 27th, 2008 at 4:31 pm

[...] – read about the details of the Safety at Sea Act and SOLAS [...]

4. Rod Sullivan Says:

 May 24th, 2008 at 4:53 am

The “Florida based maritime attorney Rod Sullivan…discussing this issue more in detail”
actually was a marine engineer on the Delta Queen’s sister paddle-wheeler, the Mississippi
Queen, way back in 1980 and 81.

5. This is why the Delta Queen is more than just an old boat Says:
August 28th, 2008 at 2:09 pm

[...] What is Safety of Life at Sea (SOLAS)? [...]

6. The Delta Queen at Maysville, Kentucky « The Delta Queen Pano Blog Says:
October 28th, 2008 at 12:49 am

[...] These are a few images from what could be her last trip here to Maysville as her
exempton to the SOLAS will expire on 10/31/08 unless granted another reprieve. Enjoy this
short Pano Essay onboard the [...]

7. Bob Lantz Says:

November 1st, 2008 at 5:23 am

Not much discussion on the actual scope of whatever these changes that are required to bring
the old gal up to code. Is this something that will kill all stern-wheeled ships because of their
configuration, or is something unique about the DQ that makes the modifications so
expensive that it would essentially be rebuilding it.

Most codes and standards are actually the minimum required for safety. With safety being a
somewhat relative term related to your tolerance for risk. Most people trust their own
judgement and take far more risks than they allow others to take for them. If I were to be
boarding a vessel of any type, if I knew it didn’t met the current codes and standards, I’d feel
better knowing at least the general nature of the deviations so that I could decide for myself if
I was comfortable with them. Something you sleep in not meeting fire codes doesn’t have a
good sound to it.

8. Franz Neumeier Says:

November 1st, 2008 at 10:44 am

Bob, the only thing that doesn’t comply with the (1966) law is the fact that parts of the Delta
Queen’s super structure is made from wood. To change this would mean completely
rebuilding the boat’s superstructure which very obviously is not an option.
Check http://deltaqueen.wordpress.com/deltaqueensafety/ for the safety features on the Delta
Queen that are meeting all the high, modern standards. The Delta Queen received exemptions
from Congress for over 40 years because she’s so safe despite the fact that her superstructure
partially is from wood (structurally relevant parts have a hidden steel support structure!). The
Delta Queen owners have improved safety standards over the years, always in compliance or
on request of the Coast Guard who always issued Certificates of Inspection for the Delta
Queen, and never was in doubt about the Delta Queen’s safety.
This whole thing is not about safety. It’s about a corrupt politician that plays dirty political
 games, taking revenge to the owners in the name of a Union.
One more remark: It’s part of the law that passengers are signing a waiver stating that they’re
very well aware of the fact that the Delta Queen’s wooden superstructure doesn’t comply
with the law. So there is no donbt about the fact that the every single passenger knows about
the risks and decides for himself.
How many Americans are sleeping in woode houses every night? Have they ever signed a
waiver that made them aware of the fire hazard of a wooden house? Shall we tear down all
wooden houses because of their wooden structure? That’s what Rep. Oberstar is asking for
with the Delta Queen. Just ridiculous, in my opinion.

9. Chicago Boyz » Blog Archive » Big Wheel Cease from Turnin’ Says:
August 4th, 2009 at 3:50 pm

[...] Delta Queen has long operated under an exemption to the Safety of Life at Sea
convention, known as SOLAS. (Technically, SOLAS only applies to international voyages;
however, the Safety at Sea Act (P.L. [...]

10. Rickyrab Says:

January 11th, 2010 at 7:47 pm

As for the Delta Queen, does it good sprinkler system? Are rescue systems able to save lives?
Are there adequate lifeboats and life preservers and fire protection systems? If so, then the
DQ should be safe.

11. admin Says:

January 11th, 2010 at 8:46 pm

@Rickyrab: Check out http://www.save-the-delta-queen.org/arguments-in-favor-of-the-delta-

queen/ – Yes, the Delta Queen has a great safety concept with all the bells and whistles you
need to make her totally safe. Otherwise she won't have been able to get Coast Guard
Certificates of Inspection again and again over so many years.

12. Beau Hampton Says:

February 3rd, 2010 at 1:26 am

As a crew member on over 50 cruise ships  before working on the Mississippi and Delta
Queens I can say from expierience that the safety and fire prevention measures on the
Delta Queen were greater than any ship I had been on. The training and operational
precedures would  more than satisfy any international inspection. I am a Merchant Marine
and think it's sad that the crew of the Delta Queen should

13. LUCAS Says:

March 6th, 2010 at 2:53 pm

i will like to get  a weekly information about SOLAS