International Convention for the Safety of Life at Sea (SOLAS), 1974
Adoption: 1 November 1974; Entry into force: 25 May 1980
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The SOLAS Convention in its successive forms is generally regarded as the most important of all international treaties concerning the safety of merchant ships. The first version was adopted in 1914, in response to the Titanic disaster, the second in 1929, the third in 1948, and the fourth in 1960. The 1974 version includes the tacit acceptance procedure - which provides that an amendment shall enter into force on a specified date unless, before that date, objections to the amendment are received from an agreed number of Parties.
As a result the 1974 Convention has been updated and amended on numerous occasions. The Convention in force today is sometimes referred to as SOLAS, 1974, as amended.
Technical provisions
The main objective of the SOLAS Convention is to specify minimum standards for the construction, equipment and operation of ships, compatible with their safety. Flag States are responsible for ensuring that ships under their flag comply with its requirements, and a number of certificates are prescribed in the Convention as proof that this has been done. Control provisions also allow Contracting Governments to inspect ships of other Contracting States if there are clear grounds for believing that the ship and its equipment do not substantially comply with the requirements of the Convention - this procedure is known as port State control. The current SOLAS Convention includes Articles setting out general obligations, amendment procedure and so on, followed by an Annex divided into 12 Chapters.
Chapter I - General Provisions
Includes regulations concerning the survey of the various types of ships and the issuing of documents signifying that the ship meets the requirements of the Convention. The Chapter also includes provisions for the control of ships in ports of other Contracting Governments.
Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
The subdivision of passenger ships into watertight compartments must be such that after assumed damage to the ships 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 ships length and the service in which it is engaged. The highest degree of subdivision applies to passenger ships.
Requirements covering machinery and electrical installations are designed to ensure that services which are essential for the safety of the ship, passengers and crew are maintained under various emergency conditions.
'Goal-based standards' for oil tankers and bulk carriers were adopted in 2010, requiring new ships to be designed and constructed for a specified design life and to be safe and environmentally friendly, in intact and specified damage conditions, throughout their life. Under the regulation, ships should have adequate strength, integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to structural failure, including collapse, resulting in flooding or loss of watertight integrity.
Chapter II-2 - Fire protection, fire detection and fire extinction
Includes detailed fire safety provisions for all ships and specific measures for passenger ships, cargo ships and tankers.
They include the following principles: division of the ship into main and vertical zones by thermal and structural boundaries; separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries; restricted use of combustible materials; detection of any fire in the zone of origin; containment and extinction of any fire in the space of origin; protection of the means of escape or of access for fire-fighting purposes; ready availability of fire-extinguishing appliances; minimization of the possibility of ignition of flammable cargo vapour.
Chapter III - Life-saving appliances and arrangements
The Chapter includes requirements for life-saving appliances and arrangements, including requirements for life boats, rescue boats and life jackets according to type of ship. The International Life-Saving Appliance (LSA) Code gives specific technical requirements for LSAs and is mandatory under Regulation 34, which states that all life-saving appliances and arrangements shall comply with the applicable requirements of the LSA Code.
Chapter IV - Radiocommunications
The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS). All passenger ships and all cargo ships of 300 gross tonnage and upwards on international voyages are required to carry equipment designed to improve the chances of rescue following an accident, including satellite emergency position indicating radio beacons (EPIRBs) and search and rescue transponders (SARTs) for the location of the ship or survival craft.
Regulations in Chapter IV cover undertakings by contracting governments to provide radiocommunication services as well as ship requirements for carriage of radiocommunications equipment. The Chapter is closely linked to the Radio Regulations of the International Telecommunication Union.
Chapter V - Safety of navigation
Chapter V identifies certain navigation safety services which should be pr
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International Convention for the Safety of Life at Sea (SOLAS), 1974
Adoption: 1 November 1974; Entry into force: 25 May 1980
1974年国际海上人命安全公约
通过：1974年11月1日；生效：1980年5月25日
The SOLAS Convention in its successive forms is generally regarded as the most important of all international treaties concerning the safety of merchant ships. The first version was adopted in 1914, in response to the Titanic disaster, the second in 1929, the third in 1948, and the fourth in 1960. The 1974 version includes the tacit acceptance procedure - which 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.
海上人命安全公约在其连续形式上被普遍认为是所有关于商船安全的国际公约中最重要的一个公约。第一个版本作为泰坦尼克重大海难事故的响应，于1914年获得通过，第二个版本于1929年通过，第三个版本于1948年通过，第四个版本于1960年通过。1974年的版本包括默式接受的程序——其中规定除非在此特殊日期之前，反对此修正案的缔约国需要达到一定的数量，否则该修正案将生效。
As a result the 1974 Convention has been updated and amended on numerous occasions. The Convention in force today is sometimes referred to as SOLAS, 1974, as amended.
因此1974年的公约已经被更新和修正了很多次。今天生效的公约有时指的是修正过的1974年海上人命安全公约。
Technical provisions
The main objective of the SOLAS Convention is to specify minimum standards for the construction, equipment and operation of ships, compatible with their safety. Flag States are responsible for ensuring that ships under their flag comply with its requirements, and a number of certificates are prescribed in the Convention as proof that this has been done. Control provisions also allow Contracting Governments to inspect ships of other Contracting States if there are clear grounds for believing that the ship and its equipment do not substantially comply with the requirements of the Convention - this procedure is known as port State control. The current SOLAS Convention includes Articles setting out general obligations, amendment procedure and so on, followed by an Annex divided into 12 Chapters.
技术性条款
海上人命安全公约的主要目的是在兼容安全性的情况下设定船舶构造、设备和操作的最低标准。船旗国有责任确保悬挂其国旗的船只符合它的要求，以及一些证书按照公约规定作为已经完成的证据。控制性条款还规定如果某一缔约国在有明确理由相信其他缔约国的船舶及其设备实质上不符合公约的要求的情况下，可以对该船舶进行检查——这个程序被称为港口国监督。目前SOLAS公约包括列明一般义务的条款，修正程序等，其次是被分成12个章节的附件。
Chapter I - General Provisions
Includes regulations concerning the survey of the various types of ships and the issuing of documents signifying that the ship meets the requirements of the Convention. The Chapter also includes provisions for the control of ships in ports of other Contracting Governments.
- 总则
包括涉及各类船舶的检验和证书的签发以表明该船舶符合公约的要求的法规。本章还包括有关船舶在其他缔约国的港口如何进行有效控制的条款。
Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
The subdivision of passenger ships into watertight compartments must be such that after assumed damage to the ships 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.
第二章-1-船舶结构-分区和稳性，机械和电子设备
在客船的分区中成为水密舱室必须符合在船舶主体假定破损的情况下，该船仍将保持漂浮稳定的情况。本章对客船的水密完整性和舱底泵的布置也提出了要求，以及对于客船和货船的稳定性要求。
The degree of subdivision - measured by the maximum permissible distance between two adjacent bulkheads - varies with ships length and the service in which it is engaged. The highest degree of subdivision applies to passenger ships.
分区的程度-由两个相邻舱壁之间的最大允许距离测量-因船舶的长度和其从事的不同业务而有所不同。客船分舱的等级最高。
Requirements covering machinery and electrical installations are designed to ensure that services which are essential for the safety of the ship, passengers and crew are maintained under various emergency conditions.
要求中包括的机械和电气装置是设计用来保证为船舶安全，乘客和船员在各种紧急条件下确保安全提供必要服务。
'Goal-based standards' for oil tankers and bulk carriers were adopted in 2010, requiring new ships to be designed and constructed for a specified design life and to be safe and environmentally friendly, in intact and specified damage conditions, throughout their life. Under the regulation, ships should have adequate strength, integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to structural failure, including collapse, resulting in flooding or loss of watertight integrity.
关于油轮和散货船的“基于目标的标准”于2010年获得通过，该标准要求在它们的整个生命期内，在完整和指定损害的情况下，新船的设计和符合特殊设计寿命的建造是安全的和环境友好的。根据规定，船舶应具有足够的强度，完整性和稳定性，能够将洪水或水密完整性的丧失而导致结构破坏包括崩塌所造成的船舶损失和海洋环境污染的风险降到最低。
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.
第二章-2-防火，探火，灭火
包括对所有船舶的详细的消防安全规定和对客船，货船和油轮的具体性措施。
它们包括以下原则：根据热量和结构的边界将船舶划分为不同的主竖区，根据热量和结构的边界将船舶剩余部分分成不同的的居住区。限制使用可燃材料；检测任何来源区域的火；
遏制和扑灭任何来源区域的火；逃离或者达到消防目的的保护措施；灭火设备的随时可用；
易燃货物蒸气被点燃的可能性最小化。
Chapter III - Life-saving appliances and arrangements
The Chapter includes requirements for life-saving appliances and arrangements, including requirements for life boats, rescue boats and life jackets according to type of ship. The International Life-Saving Appliance (LSA) Code gives specific technical requirements for LSAs and is mandatory under Regulation 34, which states that all life-saving appliances and arrangements shall comply with the applicable requirements of the LSA Code.
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