‘Proceed to the assistance of the persons in distress’: The sinking of the Titanic and the international regulation of safety of life at sea

Rescue of persons in distress at sea is both a maritime tradition and a legal obligation derived from a number of specific international law conventions including the United Nations Convention on the Law of the Sea (UNCLOS), the International Convention for Safety of Life at Sea (SOLAS) and the International Convention on Maritime Search and Rescue (SAR Convention). The last prescribes a formal process for state collaboration and response to SAR emergencies to minimize costs and maximize efficiencies. The world is divided into SAR regions and states are obliged to cooperate in coordinating responses in their area of responsibility, and in helping in other regions when appropriate. This generally works well and it is not normally politicized.

DESCRIPTION: This paper describes the engineering requirements which need to be complied with for the Classification and Certification of Floating Production, Storage and Offloading Units. Specific attention is drawn to the problems associated with the processing systems, storage facilities and the utility and auxiliary engineering systems. In order to ensure flexibility for specific charter requirements, the unit will have to meet a wide variety of site-specific regulations, and the approach to minimizing confusing and sometimes conflicting regulations is discussed. The paper addresses the above for both new constructions and conversions and discusses the relativemerits of each. INTRODUCTION In recent years, when developing oil and gas fields offshore, declining oil prices have meant that developers have had to look away from the concept of fried platforms. Instead of proposing a fixed platform to develop an oil or gas field, the decision is often taken to place a moored or positioned floating production facility on site to develop the field. Floating Production Facility (F. P.F,) is a master phrase for a variety of differently designed floating structures used for storing or processing hydrocarbons from the field to be developed. These "facilities" can range from unpropelled storage or dumb barges to specially designed self-propelled floating production, storage and offloading units. When an operator decides to go ahead with the development of an oil or gas field, and should the decision be to develop the field with an F. P. F., then such units are either purpose built for the specificlocation or are conversions of existing ships. Semisubmersible units, jack-ups, tension leg units and other specialised types of floating units can also be options pen to an operator. However, should the option be an F; P, F., then-in general the following type may be employed: (Available In Full Paper) Lloyds Register (L.R.) has been involved with many F.P.F.'s through the years, the most significant are detailed in Appendix 1. Before the approach to accepting an F.P.F. as fit to operate at an offshore location is discussed it is necessary to outline the principal Conventions, Rules and Regulations governing the approval procedure. INTERNATIONAL CONVENTIONS AND REGULATIONS Conventions: The International Maritime Organisation (I,M,O) is an organisation devoted to promoting safer shipping and cleaner oceans. Over the years it has developed more than 30 Conventions and Protocols dealing with maritime safety. The two most important Conventions are mandatory for ships engaged in international trade and are: 'The International Convention for the Safety of Life at Sea (SOLAS)' and 'The International Convention for the Prevention of Pollution from Ships (MARPOL). SOLAS The International Convention for the Safety of Life at Sea was convened in the year 1914. as a result of the loss of the White Star liner Titanic with 1500 lives. The latest publication is the 1992 edition which presents a consolidated text of the Convention, it's Protocol of 1978, and all amendments up to and including the 1990 amendments.

Penelitian ini bertujuan untuk mengetahui tingkat kesesuaian dan penyebab ketidaksesuaian penerapan keselamatan pelayaran yaitu life saving appliances speedboat Eastkal 01 di Astra Infra Port Eastkal PT Pelabuhan Penajam Banua Taka. Penelitian ini menggunakan metode kualitatif dengan pendekatan observasional yaitu mengetahui tingkat kesesuaian dan penyebab ketidaksesuaian penerapan keselamatan pelayaran yaitu life saving appliances dengan mengacu pada standar yang digunakan untuk menilai life saving appliances di speedboat Eastkal 01 jenis kapal penumpang atau passenger ship yang ditentukan berdasarkan SOLAS Consolidated Edition 2014, khususnya pada bagian III tentang Life Saving Appliances and Arrangments. Hasil penelitian ini menentukan bahwa penerapan keselamatan pelayaran pada speedboat Eastkal 01 di Astra Infra Port Eastkal PT Pelabuhan Penajam Banua Taka berdasarkan standar Safety of Life at Sea (SOLAS) sudah sangat sesuai untuk speedboat dengan berat kotor 21 GT dengan total jumlah penumpang yang diangkut sebanyak 30 penumpang dari sisi Life Saving Appliances yaitu personal life saving applaincenya, Visual Signal atau Distress Flare, Survival Craft dan Communication serta dari sisi pemeliharaan dan perawatan pada LSA untuk lebih menjamin keadaan LSA yang baik saat digunakan yaitu dilakukan 1 bulan sekali dan 1 tahun sekali untuk pemeliharaan dan perawatannya. Namun dalam penelitian ini terdapat atribut yang kurang pada personal life saving appliance yaitu lifejacket light salah satu pelengkap dari lifejacket yang belum diterapkan dan lifebuoy self activating smoke signal untuk lifebuoy sesuai dengan peraturan atau standar Safety of Life at Sea Chapter III tentang life saving appliances and arrangments dan Life Saving Appliance Code pada Chapter II dan drill atau latihan kedaruratan masih belum sering di lakukan oleh karyawan/i Eastkal.

Ship accident in mid-2018 and On Bira - Pamatata tracking cause casualties 35 people were killed, 155 people survived, and the other one has not been found. Existence of a helper tool safety becomes a critical component to creating a safe and secure shipping. On the other hand, the Safety Of Life At Sea (SOLAS) 1974 2014 Amendments to the 2014 Amendment has set safety standards Sailing. The research was conducted by collecting data related to the safety equipment on KMP. Kormomolin includes the number and condition of lifejacket, lifebuoy, liferaft and lifeboat. The analysis was done by comparing the requirements contained in the Safety Of Life At Sea (SOLAS) 1974 2014 Amendments to the 2014 Amendment on the safety of shipping equipment to existing conditions in the field. Based on the analysis, it can be concluded that the number of passenger safety tools contained in KMP. Kormomolin on cross-Bira - Pamatata still incomplete when compared with the number of penumpan and crew as well as the condition of some of the safety equipment in bad condition so we need counseling, supervision, enforcement, and the improvement of the means of occupant safety in accordance with the standards of the Safety Of Life at Sea (SOLAS) 1974 Amendment 2014 to the creation of security and comfort for the user services and operator of the ship.

Ship accident in mid-2018 and On Bira - Pamatata tracking cause casualties 35 people were killed, 155 people survived, and the other one has not been found. Existence of a helper tool safety becomes a critical component to creating a safe and secure shipping. On the other hand, the Safety Of Life At Sea (SOLAS) 1974 2014 Amendments to the 2014 Amendment has set safety standards Sailing The research was conducted by collecting data related to the safety equipment on KMP. Kormomolin includes the number and condition of lifejacket, lifebuoy, liferaft and lifeboat. The analysis was done by comparing the requirements contained in the Safety Of Life At Sea (SOLAS) 1974 2014 Amendments to the 2014 Amendment on the safety of shipping equipment to existing conditions in the field. Based on the analysis, it can be concluded that the number of passenger safety tools contained in KMP. Kormomolin on cross-Bira - Pamatata still incomplete when compared with the number of penumpan and crew as well as the condition of some of the safety equipment in bad condition so we need counseling, supervision, enforcement, and the improvement of the means of occupant safety in accordance with the standards of the Safety Of Life at Sea (SOLAS) 1974 Amendment 2014 to the creation of security and comfort for the user services and operator of the ship.

This chapter reviews the development of international law concerning terror attacks at sea before the amended Safety of Life at Sea (SOLAS) reg. XI-2 and International Ship and Port Facility Security Code (ISPS) Code. It analyzes the state of current international law. The 1988 Safety of Maritime Navigation (SUA) narrowed its focus to the post-terror attack problems of jurisdiction, apprehension and prosecution when acts of terror are committed at sea in a multi-jurisdictional setting. SOLAS regulation XI-2 was amended to adopt specific measures toward the prevention of terrorism. Part B of the ISPS Code provides guidelines as to, inter alia , setting security levels, preparing security plans for ships and port facilities, control and compliance measures and conducting port State control for compliance regulation XI-2 and Part A. International shipping and port facilities are especially vulnerable to potential attacks. Keywords: compliance measures; current international law; International ship and port facility security (ISPS) code; safety of life at sea (SOLAS); safety of maritime navigation (SUA); terrorist attacks

The paper presents a critical review of recent developments regarding the pi and si factors, adopted in Chapter II-1 on subdivision and stability of ships in the harmonized Convention on Safety of Life at Sea (SOLAS) convention. The two factors adopted from an European Union (EU)-funded research project HARDER are questioned. The paper strongly suggests that International Maritime Organization restores in SOLAS the previous sound and simple formulations for the factor pi from SOLAS 2006, and adopts the factor si, embedded in the accumulation of water on deck. 1. Introduction Many factors affecting the final consequences of ship hull damage are random in nature and their influence is different for different ships. For this reason, the probability of collision survival is taken as a genuine measure of ship safety in the damaged condition (i.e., a measure of merit of ship's subdivision). A relatively rigorous procedure for dealing with this concept was first introduced by Wendel in 1960 (Wendel 1960) who initiated this novel approach to the evaluation of subdivision. The idea appeared to catch on and was later developed by Comstock and Robertson (1961), Volkov (1963), Wendel (1968), Aleksandrov (1970), and the International Maritime Organization (IMO) (1974), which resulted in establishing and adopting the equivalent regulations for passenger ships. IMO (2009) continued this work resulting in harmonized regulations for all types of ships, contained in the 1974 sOLAs convention, in Chapter II- in parts B to B–4. In the convention, the probability of collision survival is referred to as the attained subdivision index A. Generally, three measures of merit can be postulated for judging the effectiveness of ship's subdivision:overall (global) index of subdivision, reflecting the average degree of subdivision for the whole ship that denotes a mean probability of survival for the whole ship in case of accidental flooding, andlocal indices of subdivision of two kinds (not in use in the regulations as yet), reflecting the degree of subdivision for individual parts of the ship. They denote mean probabilities of survival either for the cases of flooding in which a given (wing, if any) compartment is involved (alone or together with adjacent compartments), or in which a given transverse bulkhead is involved. For this reason, we talk about one-compartment indices of subdivision and minor damage indices. The formers express the so-called one-compartment standard on the ground of the probabilistic concept, while the latter, a two-compartment standard, so regarded by the practitioners.

A substantial revision to the International Maritime Organization's (IMO) Convention on the Safety of Life at Sea (SOLAS) is due to enter into force on July 01, 2002. This text, along with a supporting IMO Circular, sets forth a procedure for accepting fire safety engineering aspects of vessel designs, which deviate from the strict prescriptive regulations of the Convention. It is anticipated that this alternative performancebased approach will ultimately have significant practical and economic influence on fire safety engineering design in the offshore industry. Evidence for the assertion that performance-based approaches will be adopted in the fire safety engineering design of offshore facilities are provided through examples of their increased use within land-based construction regulations, classification society rules and the general maritime industry. In addition, comparisons are made with the development of regulations within the United Kingdom sector of the offshore market. Fire safety engineering tools, which are available for use in the performance-based design process, are introduced, followed by a section on the perceived influences, including the proactive potential, of alternative design approaches on the offshore industry. Introduction In the last two decades, many land-based building codes have undergone substantial revisions, incorporating a fire safety engineering approach as an alternative to strict compliance with the traditional prescriptive regulations. In these performance-based codes, the necessary fire safety measures are dictated by the unique physical and operational characteristics of each building in conjunction with the principles of fire science. As a result, these revised building codes no longer require fire safety measures to be provided based solely on the generic classification of each space. Within the general maritime industry, there are similar changes taking place including the publication of a guide by the United States Coast Guard outlining the alternative fire safety engineering approach for use in the design of passenger vessels. This global transition to a performance-based design methodology is reflected within the revised edition of the International Maritime Organization's (IMO) Convention on the Safety of Life at Sea (SOLAS) [1]. This publication, which is due to enter into force on July 01, 2002, is expected to have significant practical and economic influence on the fire safety engineering aspects of the offshore industry. This paper commences with a description of the current fire safety related regulatory framework for offshore drilling units. The recent amendments to the SOLAS Convention are then introduced along with a description, and practical examples, of both prescriptive and performance-based regulations. The benefits and drawbacks of the performancebased approach are introduced, followed by a detailed description of the performance-based methodology, as advocated by the IMO. The global and classification society perspective of performance-based regulations are outlined along with examples of the computer-based methods available for use within the discipline of fire safety engineering. The paper concludes with a description of the perceived influence of performance-based design on the offshore industry.

This chapter discusses the many recent developments concerning port state powers. These powers of inspection and enforcement relate to internationally agreed rules and standards. The early 1970s were a time of great ferment in the law of the sea in general and jurisdiction over pollution in particular. In the International Maritime organisation (IMO) in 1974, the Convention on Safety of Life at Sea (SOLAS) was revised. Whilst the 1970s saw the proposal of new ideas, the 1980s were the time when decisions were taken. In particular, two major developments occurred in 1982: the adoption of both the Paris Memorandum of Understanding (MOU) and the Law of the Sea Convention. The 1990s witnessed many steps, taken at the national, regional and global levels, to implement and apply the new concepts and arrangements.Keywords: International Maritime organisation (IMO); law of the sea; Memorandum of Understanding (MOU); port state powers; Safety of Life at Sea (SOLAS)

This chapter focuses on the subject of anti-piracy measures in the Taiwan Strait. In addition to the increased collaboration between Mainland China and Taiwan, the International Maritime Organization (IMO) should be expected to play an even more important role in the Taiwan Strait for purposes of combating piracy and armed robbery against vessels. In the short-term, a regional agreement for the South China Sea and Taiwan Strait similar to the 2009 Djibouti Code of Conduct Concerning the Repression of Piracy and Armed Robbery against Ships in the Western Indian Ocean and the Gulf of Aden. However, a system of national focal points and information centers, together with the current IMO reporting system and some other safety related conventions, e.g., Safety of Life at Sea (SOLAS) and Standards of Training, Certification and Watch-keeping for Seafarers (STCW), would be an essentially positive development for the Taiwan Strait. Keywords: China; Gulf of Aden; International Maritime Organization (IMO); Safety of Life at Sea (SOLAS); Taiwan Strait

Abstract: Implementation of Verified Containers Carried on Ships (Verified Gross Mass of Container) – VGM at Belawan Container Terminal (Research Team Supriadi and Christy Pongkessu). In an effort to improve shipping safety and minimize the risk of damage or accidents at sea due to load imbalance and overloading on ships, in May 2014 the International Maritime Organization - The Maritime Safety Committee (IMOMSC) has decided to approve changes to The International Convention for the Safety of Life at Sea (SOLAS) 1974 Chapter VI Article 2 concerning the requirements for verifying the gross weight of containers (Verified Gross Mass of Container/ VGM). Verified Gross Mass (VGM) is validated container weight information using scales that have been certified and accounted for by a verifier. This study aims to determine the implementation and impact of the implementation of Verified Gross Mass (VGM) at Belawan Port. This research was conducted at Belawan Port located in Medan City, North Sumatra, Indonesia for 6 (six) months, namely from May to October 2023. The type of research used is qualitative research. Qualitative research methods are research methods based on the philosophy of postpositivism, data collection techniques with triangulation (combined), inductive/qualitative data analysis. Based on the results of the study, it was concluded that Belawan Port has implemented the Verified Gross Mass (VGM) procedure in accordance with SOLAS (Safety of Life at Sea) regulations. This process involves verifying the gross weight of containers before loading onto ships using appropriate weighing equipment. The main impact of implementing Verified Gross Mass (VGM) is increasing the safety of container ship navigation. By ensuring the correct gross weight of containers, ports can prevent ship accidents caused by gross weight inaccuracies. Keywords: Shipping Safety, Containers, Verified Gross Mass

The current status of Lifesaving Equipment Regulations is discussed as an introduction, along with the effect of these Regulations on the development of new lifesaving system concepts. The efforts of the U.S. Coast Guard in reevaluating the current requirements are outlined. A discussion of the "systems" approach to lifesaving follows, which is the basis for establishing the design criteria that will be used for evaluation of new concepts. The development of the new regulations for-mobile offshore units is discussed, and it is shown how the consideration of the lifesaving system as a whole leads to the establishment of design criteria for specific lifesaving sub-systems. The t1systems" approach to lifesaving is being accepted worldwide, and its incorporation into the new Safety of Life at Sea Convention, now being drafted, is described. The paper is concluded with a discussion of current Coast Guard Research and Development Programs, and the mutual exchange of information between countries conducting Research and Development Programs. INTRODUCTION For the past thirty years, requirements for lifesaving equipment on merchant vessels have been based on World War II era developments and the-Safety of Life at Sea (SOLAS) Conventions of 1948 and 1960. These requirements have been set forth in detailed, rigid and relatively unchanging regulations. This approach has two disadvantages: The discouragement of innovation in lifesaving appliances and the lack of a basis for the evaluation of hazards and problems presented by new classes of vessels. The present regulations do not document the intention behind the requirements. This encourages inflexibility and hampers a reevaluation of, the engineering tradeoffs in lifesaving. An example of one of the types of trade-offs that can be made is demonstrated by the survival capsule. Its single point suspension and round shape eliminate some of the traditional launching problems of lifeboats and make it suitable for seas from any direction. But these advantages are at the expense of speed and range of operation. The Coast Guard is actively reevaluating lifesaving requirements. The Great Lakes Extended Navigation Season Demonstration Program authorized by Congress, has been used in this effort. This program is divided into three areas: analysis of vessel casualties, development of functional requirements and a review of existing and new lifesaving concepts. The data analysis resulted in the unexpected conclusion that the number of deaths from man overboard cases are of the same magnitude as the number of deaths from ship casualties. Based on this, work has also been initiated to improve the recovery record of man overboard cases. The Great Lakes Program has provided important background for the United States contribution to the rewriting of Chapter III, Life-Saving Appliances, of the Safety of Life at Sea (SOLAS) Convention, currently being drafted by the Sub committee of Lifesaving Appliances of the Inter-Governmental Maritime Consultative Organization (IMCO), a specialized agency of the United Nations. This document will address lifesaving equipment as a system to encourage flexibility and improved performance.

Automatic Identification System (AIS) was introduced with the overall aim to promote efficiency and safety of navigation, protection of environment, and safety of life at sea. Consequently, ship-borne AIS was implemented on a mandatory basis by IMO in 2000 and later amendments to chapter V of Safety of Life at Sea (SOLAS) Convention. Therefore SOLAS Convention vessels were required to carry AIS in a phased approach, from I July 2002 to end of December 2004. The intention is to provide more precise information and a clear traffic view in navigation operations, particularly in anti-collision operation. This mandatory implementation of AIS has raised a number of issues with respect to its success in fulfilment of the intended role. In order to improve the efficiency of the AIS in navigation operation, this research mainly focused on the accuracy of AIS information, and practical use of the technology on board the ships. The intentions were to assess reliability of data, level of human failure associated with AIS, and the degree of actual use of the technology by navigators. This research firstly provided impressions about AIS technology for anti-collision operation and other marine operation and, about a system's approach to the issue of human failure in marine risk management. Secondly, this research has assessed reliability of AIS data by examination of data collected through three AIS data studies. Thirdly, it has evaluated navigators' attitude and behaviour to AIS usage by analysing the data from navigators' feedback collected through the AIS questionnaire survey focused on their perceptions about different aspects of AIS related to its use. This research revealed that some aspects of the AIS technology and some features of its users need further attention and improvement, so as to achieve its intended objectives in navigation. This study finally contributed in proposing the AIS User Satisfaction Model as a suitable framework for evaluation of navigators' satisfaction and extent of the use of AIS. This model can probably be used as the basis for measuring navigators' attitude and behaviour about other similar maritime technologies.

When demonstrating compliance with the International Convention for the Safety of Life at Sea (SOLAS), Chapter II-1 subdivision and damage stability regulations, it is assumed that all watertight doors are closed and the related internal watertight subdivision is 100% effective. Unfortunately, casualty history indicates that this is not always the case. Contributing to this situation are provisions in the SOLAS regulations that permit some watertight doors to remain open or be open for extended periods of time during navigation under certain conditions. This paper provides background information on the SOLAS requirements for watertight doors and discusses whether this regulatory treatment is still appropriate for passenger ships of the future. Originally written in June 2011, an update is included to indicate the latest SOLAS regulatory developments as of June 2017.

11 - Flooding and damage condition