航海实用英语第七章国际海上人命安全公约

1、第七章 国际海上人命安全公约7-1 国际海上人命安全公约概述The SOLAS Convention in its successive forms is generally regarded as the most important of all international treaties concerning the safely of merchant ships. The first version was adopted in 1914, the second in 1929 and the third in 1948.The 1960 Convention was the fi

2、rst 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 proce

3、dure 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 ne

4、w 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

5、 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 gro

6、unds 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 m

7、eets 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 II-1. The subdivision of passenger ships into watertight compartments must be such that after assumed d

8、amage 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 permiss

9、ible 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.Machinery and electrical installations: these requirements, contained in chapter II-1, are designed to ensure that services which

10、 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 n

11、eed 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 II-2

12、of the 1974 Convention.These provisions are based on 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 used of combustible m

13、aterials.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 ca

14、rgo 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, exempt

15、ions, 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 require

16、ments for passenger ships; andSection III containing additional requirements for cargo ships.Part C deals with the life-saving appliance requirements and is divided into eight section:Section I contains general requirements;Section II requirements for personal life-saving appliances;Section III visu

17、al 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; andSection VIII miscellaneous mattersRadiotelegraphy and radiotelephony form the subject matte

18、r of chapter IV: Part A describes the type of facility to the 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 radiotelegr

19、aph installations, together with portable radio apparatus for survival craft. The radio officers 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 Oct

20、ober 1988 (see 1988 (GMDSS) amendments).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 i

21、s 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.T

22、his 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. Shi

23、fting is an inherent characteristic of grain, and its effect on a ships 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 meth

24、od 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 enabl

25、e the master to meet the chapters requirements.The 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, labeling and

26、 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

27、are in some cases more stringent.Contracting Governments are required to issue instructions at the national level. To help them do this, IMO developed the International Maritime Dangerous Goods (IMDG) Code. The IMDG Code is constantly updated to accommodate new dangerous goods and to supplement or r

28、evise 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 d

29、etailed and comprehensive Code of Safety for Nuclear Merchant Ships was adopted by the IMO Assembly in 1981 as an indispensable companion document.注释The SOLAS Convention concerning the safety of merchant ships. 各版次的国际海上人命安全公约在有关商船安全的所有国际公约中是最为重要的。it represented a considerable step in the shipping in

30、dustry 它是实现国际规则现代化以适应航运业技术发展的一个重要举措periodic amendments 定期修正案It became clear that within a reasonable period of time. 显然，在相当短时间内不可能使一项提案成为一项有效的修正案。The main objective of the SOLAS compatible with their safety. 国际海上人命安全公约的主要目的在于规定与船舶安全相适应的建造、设备和操作的最低标准。Flag States 船旗国Contracting Governments 缔约国政府Contra

31、cting States 缔约国Control provisions also allow with the requirements of the Convention. 监督条款规定，缔约国政府可以检查其他缔约国的船舶，以确定是否有充分的理由认为其船及船上的设备在实质上没有达到该公约的要求。subdivision 分舱the maximum permissible distance 最大可浸长度 IMO Assembly 国际海事组织大会combination carriers 混合船。这种船上的不同部位可载运不同种类的货物，一般可同时载运固体散货、石油和液体散装化学品thermal an

32、d structural boundaries 防热的建造结构the requirements, exemptions, definitions, evaluation, testing and approval 要求、免除、定义、评估、试验和批准radiotelegraphy and radiotelephony 无线电报和无线电话Radio Regulations of the International Telecommunication Union 国际电信联盟无线电规则the adverse heeling moment due to a shift of cargo surface

33、 因货物表面移动而产生的有害横倾力矩International Maritime Dangerous Goods 国际海运危险货物规则nuclear ships 核动力船7-2 货船的稳性1 稳性资料1.1 The master of the ship shall be supplied with such reliable information as is necessary to enable him by rapid and simple means to obtain accurate guidance as to the stability of the ship under va

34、rying conditions of service. The information shall include:1.1.1 a curve of minimum operational metacentric height (GM) versus draught which assures compliance with the relevant intact stability requirements and the requirements of regulations 25-1 to 25-6, alternatively a corresponding curve of the

35、 maximum allowable vertical center of gravity (KG) versus draught, or with the equivalents of either of these curves:1.1.2 instructions concerning the operation of cross-flooding arrangements; and1.1.3 all other data and aids which might be necessary to maintain stability after damage.1.2 There shal

36、l be permanently exhibited, or readily available on the navigation bridge, for the guidance of the officer in charge of the ship, plans showing clearly for each deck and hold the boundaries of the watertight compartments, the openings therein with the means of closure and position due to flooding. I

37、n addition, booklets containing the aforementioned information shall be made available to the officers of the ship.1.3 In order to provide the information referred to in paragraph 1.1.1, the limiting GM (or KG) values to be used, and if they have been determined from considerations related to the su

38、bdivision index, the limiting GM shall be varied linearly between the deepest subdivision load line and the partial load line.2 货船水密舱壁及内甲板上的水密开口2.1 The number of openings in watertight subdivisions is to be kept to a minimum compatible with the design and proper working of the ship. Where penetratio

39、ns of watertight bulkheads and internal decks are necessary for access, piping, ventilation, electrical cables, etc., arrangements are to be made to maintain the watertight integrity. The Administration may permit relaxation in the watertightness of openings above the freeboard deck, provided that i

40、t is demonstrated that any progressive flooding can be easily controlled and that the safety of the ship is not impaired.2.2 Doors provided to ensure the watertight integrity of internal openings which are used while at sea are to be sliding watertight doors capable of being remotely closed from the

41、 bridge and are also to be operable locally from each side of the bulkhead. Indicators are to be provided at the control position showing whether the doors are open or closed, and an audible alarm is to be provided at the door closure. The power, control and indicators are to be operable in the even

42、t of main power failure. Each power-operated sliding watertight door shall be provided with an individual hand-operated mechanism. It shall be possible to open and close the door by hand at the door itself from both sides.2.3 Access doors and access hatch covers normally closed at sea, intended to e

43、nsure the watertight integrity of internal openings, shall be provided with means of indication locally and on the bridge showing whether these doors or hatch covers are open or closed. A notice is to be affixed to each such door or hatch covers to the effect that it is not to be left open. The use

44、of such doors and hatch covers shall be authorized by the officer of the watch.2.4 Watertight doors or ramps of satisfactory construction may be fitted to internally subdivide large cargo spaces, provide that the administration is satisfied that such doors or ramps are essential. These doors or ramp

45、s may be hinged, rolling or sliding doors3 货船上的外部开口3.1 All external openings leading to compartments assumed intact in the damage analysis, which are below the final damage waterline, are required to be watertight.3.2 External openings required to be watertight in accordance with paragraph 1 shall b

46、e of sufficient strength and, except for cargo hatch covers, shall be fitted wit indicators on the bridge.3.3 Openings in the shell plating below the deck limiting the vertical extent of damage shall be kept permanently closed while at sea. Should any of these openings be accessible during the voyag

47、e, they shall be fitted with a device which prevents unauthorized opening.3.4 Notwithstanding the requirements of paragraph 3, the administration may authorize that particular doors may be opened at the discretion of the master, if necessary for the operation of the ship and provided that the safety

48、 of the ship is not impaired.3.5 Other closing appliances which are kept permanently closed at sea to ensure the watertight integrity of external openings shall be provided with a notice affixed to each appliance to the effect that it is to be kept closed. Manholes fitted with closely bolted covers

49、need not be so marked.注释1. 稳性资料curve of minimum operational metacentric height (GM) versus draught 以吃水为引数的最小稳性高度曲线，即临界稳性高度曲线intact stability 完整稳性curve of the maximum allowable vertical center of gravity (KG) versus draught 以吃水为最大重心高度曲线，即极限重心高度曲线subdivision index 分舱指数the limiting GM shall be varied l

50、inearly between the deepest subdivision load line and the partial load line 受限GM应在最深的分舱载重线和部分装载载重线之间按线性内插确定2. 货船水密舱壁及内甲板上的水密开口The number of openings in watertight subdivisions safety of the ship is not impaired. 水密隔壁上的开口数应控制到最少，以与船舶的设计和正常工作相适应。若因进口、管线、通风、电缆等布置的需要而必须穿过水密舱壁和内甲板，则应采取措施保证水密舱壁的完整性。如果可证明船

51、舶进水能够控制而且船舶的安全性不会受到影响，则主管当局可放宽对干舷甲板以上水密开口的要求。Doors provided to ensure the watertight at the door itself from both sides. 水密舱壁上的一些开口在航行中可能会用到，其上装设的门应为滑道式水密门，并且既可在驾驶台上遥控关闭又可以在该舱壁两侧操纵。在控制处应装有指示器，以显示该门处于开启还是关闭状态，并且关闭处还应装设可闻警铃。水密门的电源、控制装置的指示器在船舶主动力发生故障时应仍可操纵。每一电动式水密门应装有手动机械系统，以便可在门的两侧手动关闭和开启。Access doors

52、 and access hatch cover 道门和道门盖ramp 驳门These doors or ramps may be hinged, rolled or sliding doors or ramps. 这些门或驳门可为铰接式、滚动式的或滑动式的。3. 货船上的外部开口external openings 外侧开口the final damage waterline 最终破损水线Notwithstanding the requirements of safety of the ship is not impaired. 尽管第3款的规定，但是，若因操纵船舶所需且船舶的安全性不受影响，则

53、主管当局可授权船长按自己的判断开启某些门。7-3 消防设备1 船舶应装设消防设施Every ship shall be provided with fire pumps, fire mains, hydrants and hoses complying as applicable with the requirements of this regulation of SOLAS.2 消防泵的容量2.1 The required fire pumps shall be capable of delivering for fire-fighting purposes a quantity of w

54、ater, at the pressure specified, as follows:2.1.1 pumps in passenger ship, not less than two third of the quantity required to be dealt with by the bilge pumps when employed for bilge pumping; and2.1.2 pumps in cargo ships, other than any emergency pump, not less than four thirds of the quantity req

55、uired under regulation II-1/21 to be dealt with by each of the independent bilge pumps in a passenger ship of the same dimension when employed in bilge pumping.2.2 Each of the required fire pumps (other than any emergency pump required in paragraph 2.1.2 for cargo ships) shall have a capacity not le

56、ss than 80% of the total required capacity divided by the minimum number of required fire pumps but in any case not less 25m3/h and each such pump shall in any event be capable of delivering at least the two required jets of water. These fire pumps shall be capable of supplying the fire main system

57、under the required conditions. Where more pumps than the minimum of required pumps are installed the capacity of such additional pumps shall be to the satisfaction of the Administration.3 消火栓的数量的位置3.1 The number and position of hydrants shall be such that at least two jets of water not emanating fro

58、m the same hydrant, one of which shall be from a single length of hose, may reach any part of the ship normally accessible to the passengers or crew while the ship is being navigated and part of any cargo space when empty, any ro-ro cargo space or any special category space in which latter case the

59、two jets shall reach any part of such space, each from a single length of hose. Furthermore, such hydrants shall be positioned near the accesses to the protected spaces.3.2 In the accommodation, service and machinery spaces of passenger ships the number and position of hydrants shall be such that th

60、e requirements of paragraph 5.1 may be complied with when all watertight doors and all doors in main vertical zone bulkheads are closed.3.3 Where, in a passenger ship, access is provided to a machinery space of category A at a low level from an adjacent shaft tunnel, two hydrants shall be provided e