The document summarizes the key aspects of the 1974 SOLAS Convention, including its history and amendments. The main points are:
1. SOLAS 1974 consolidated earlier conventions and introduced a new amendment procedure to allow for timely updates. It aims to specify minimum safety standards for ship construction and equipment.
2. Amendments are adopted through the IMO's Maritime Safety Committee or by a conference if requested by enough countries.
3. The convention contains 12 chapters covering matters like ship construction, lifesaving appliances, dangerous cargo carriage, and safety management.
4. Ships must undergo periodic surveys to obtain certificates of compliance which are valid for periods ranging from 12-60 months depending on type.
Decoding SOLAS (Safety of Life at Sea) by SHM ShipcareSHM Shipcare
105 years ago, on the same day - April 15th, the World witnessed the most disastrous shipping accident of all times - The Titanic. Legendary in every sense, RMS Titanic was designed by the Irish shipbuilder William Pirrie and built in Belfast, and was thought to be the world’s fastest ship. It spanned 883 feet from stern to bow, and its hull was divided into 16 compartments that were presumed to be watertight. Titanic was presumed to be unsinkable. But, no one had thought about the damage, an iceberg could cause. Only 10% of an iceberg is seen above the water while the rest lies below it. While in the final leg of it's journey from England to New York, the luxurious cruise liner failed to change its course and damaged its hull, causing water to flood into all the compartments, eventually leading to the ship breaking in half and a human loss of 1522 passengers. This disaster has served as a lesson for the shipping fraternity which gave birth to SOLAS and International Ice Patrol. Read more about SOLAS in our exclusive post here: http://www.shmgroup.com/blog/understanding-shipping-safety-with-solas/
SOLAS:The International Convention for the Safety of Life at Sea (SOLAS) is an international maritime treaty which sets minimum safety standards in the construction, equipment and operation of merchant ships. The convention requires signatory flag states to ensure that ships flagged by them comply with at least these standards.
Decoding SOLAS (Safety of Life at Sea) by SHM ShipcareSHM Shipcare
105 years ago, on the same day - April 15th, the World witnessed the most disastrous shipping accident of all times - The Titanic. Legendary in every sense, RMS Titanic was designed by the Irish shipbuilder William Pirrie and built in Belfast, and was thought to be the world’s fastest ship. It spanned 883 feet from stern to bow, and its hull was divided into 16 compartments that were presumed to be watertight. Titanic was presumed to be unsinkable. But, no one had thought about the damage, an iceberg could cause. Only 10% of an iceberg is seen above the water while the rest lies below it. While in the final leg of it's journey from England to New York, the luxurious cruise liner failed to change its course and damaged its hull, causing water to flood into all the compartments, eventually leading to the ship breaking in half and a human loss of 1522 passengers. This disaster has served as a lesson for the shipping fraternity which gave birth to SOLAS and International Ice Patrol. Read more about SOLAS in our exclusive post here: http://www.shmgroup.com/blog/understanding-shipping-safety-with-solas/
SOLAS:The International Convention for the Safety of Life at Sea (SOLAS) is an international maritime treaty which sets minimum safety standards in the construction, equipment and operation of merchant ships. The convention requires signatory flag states to ensure that ships flagged by them comply with at least these standards.
In 2020, the Ministry of Home Affairs established a committee led by Prof. (Dr.) Ranbir Singh, former Vice Chancellor of National Law University (NLU), Delhi. This committee was tasked with reviewing the three codes of criminal law. The primary objective of the committee was to propose comprehensive reforms to the country’s criminal laws in a manner that is both principled and effective.
The committee’s focus was on ensuring the safety and security of individuals, communities, and the nation as a whole. Throughout its deliberations, the committee aimed to uphold constitutional values such as justice, dignity, and the intrinsic value of each individual. Their goal was to recommend amendments to the criminal laws that align with these values and priorities.
Subsequently, in February, the committee successfully submitted its recommendations regarding amendments to the criminal law. These recommendations are intended to serve as a foundation for enhancing the current legal framework, promoting safety and security, and upholding the constitutional principles of justice, dignity, and the inherent worth of every individual.
Military Commissions details LtCol Thomas Jasper as Detailed Defense CounselThomas (Tom) Jasper
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How to Obtain Permanent Residency in the NetherlandsBridgeWest.eu
You can rely on our assistance if you are ready to apply for permanent residency. Find out more at: https://immigration-netherlands.com/obtain-a-permanent-residence-permit-in-the-netherlands/.
ASHWINI KUMAR UPADHYAY v/s Union of India.pptxshweeta209
transfer of the P.I.L filed by lawyer Ashwini Kumar Upadhyay in Delhi High Court to Supreme Court.
on the issue of UNIFORM MARRIAGE AGE of men and women.
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All eyes on Rafah: But why?. The Rafah border crossing, a crucial point between Egypt and the Gaza Strip, often finds itself at the center of global attention. As we explore the significance of Rafah, we’ll uncover why all eyes are on Rafah and the complexities surrounding this pivotal region.
INTRODUCTION
What makes Rafah so significant that it captures global attention? The phrase ‘All eyes are on Rafah’ resonates not just with those in the region but with people worldwide who recognize its strategic, humanitarian, and political importance. In this guide, we will delve into the factors that make Rafah a focal point for international interest, examining its historical context, humanitarian challenges, and political dimensions.
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WINDING UP of COMPANY, Modes of DissolutionKHURRAMWALI
Winding up, also known as liquidation, refers to the legal and financial process of dissolving a company. It involves ceasing operations, selling assets, settling debts, and ultimately removing the company from the official business registry.
Here's a breakdown of the key aspects of winding up:
Reasons for Winding Up:
Insolvency: This is the most common reason, where the company cannot pay its debts. Creditors may initiate a compulsory winding up to recover their dues.
Voluntary Closure: The owners may decide to close the company due to reasons like reaching business goals, facing losses, or merging with another company.
Deadlock: If shareholders or directors cannot agree on how to run the company, a court may order a winding up.
Types of Winding Up:
Voluntary Winding Up: This is initiated by the company's shareholders through a resolution passed by a majority vote. There are two main types:
Members' Voluntary Winding Up: The company is solvent (has enough assets to pay off its debts) and shareholders will receive any remaining assets after debts are settled.
Creditors' Voluntary Winding Up: The company is insolvent and creditors will be prioritized in receiving payment from the sale of assets.
Compulsory Winding Up: This is initiated by a court order, typically at the request of creditors, government agencies, or even by the company itself if it's insolvent.
Process of Winding Up:
Appointment of Liquidator: A qualified professional is appointed to oversee the winding-up process. They are responsible for selling assets, paying off debts, and distributing any remaining funds.
Cease Trading: The company stops its regular business operations.
Notification of Creditors: Creditors are informed about the winding up and invited to submit their claims.
Sale of Assets: The company's assets are sold to generate cash to pay off creditors.
Payment of Debts: Creditors are paid according to a set order of priority, with secured creditors receiving payment before unsecured creditors.
Distribution to Shareholders: If there are any remaining funds after all debts are settled, they are distributed to shareholders according to their ownership stake.
Dissolution: Once all claims are settled and distributions made, the company is officially dissolved and removed from the business register.
Impact of Winding Up:
Employees: Employees will likely lose their jobs during the winding-up process.
Creditors: Creditors may not recover their debts in full, especially if the company is insolvent.
Shareholders: Shareholders may not receive any payout if the company's debts exceed its assets.
Winding up is a complex legal and financial process that can have significant consequences for all parties involved. It's important to seek professional legal and financial advice when considering winding up a company.
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PRECEDENT AS A SOURCE OF LAW (SAIF JAVED).pptxOmGod1
Precedent, or stare decisis, is a cornerstone of common law systems where past judicial decisions guide future cases, ensuring consistency and predictability in the legal system. Binding precedents from higher courts must be followed by lower courts, while persuasive precedents may influence but are not obligatory. This principle promotes fairness and efficiency, allowing for the evolution of the law as higher courts can overrule outdated decisions. Despite criticisms of rigidity and complexity, precedent ensures similar cases are treated alike, balancing stability with flexibility in judicial decision-making.
2. SOLAS 1974, as amended
Adoption: 1 November 1974
Entry into force: 25 May 1980
Introduction and history
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 1960 Convention - which was adopted on 17 June 1960 and entered
into force on 26 May 1965
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 - the tacit acceptance procedure - designed to
ensure that changes could be made within a specified (and acceptably
short) period of time.
3. Amendment procedure
After consideration within IMO
six months before consideration by the Maritime Safety Committee
(MSC) - which may refer discussions to one or more IMO Sub-
Committees - and amendments are adopted by a two-thirds majority
of Contracting Governments present and voting in the MSC.
Contracting Governments of SOLAS
Amendments by a Conference
A Conference of Contracting Governments is called when a Contracting
Government requests the holding of a Conference and at least one-third of
Contracting Governments agree to hold the Conference. Amendments are
adopted by a two-thirds majority of Contracting Governments present and voting.
4.
5. Main objective of SOLAS
The main objective of the SOLAS Convention is
1 . specify minimum standards for the construction
2. compatible with their safety
.The current SOLAS Convention includes Articles setting out general
obligations, amendment procedure and so onfollowed by an Annex
divided into 12 Chapters
6. SOLAS CHAPTER,S
Chapter I - General provisions
Chapter II-1 - Construction - Subdivision and stability, machinery
and electrical installations
Chapter II-2 - Fire protection, fire detection and fire extinction
Chapter III - Life-saving appliances and arrangements
Chapter IV - Radiocommunications
Chapter V - Safety of navigation
Chapter VI - Carriage of cargoes
Chapter VII - Carriage of dangerous goods
Chapter VIII - Nuclear ships
Chapter IX - Management for the safe operation of ships
Chapter X - Safety measures for high-speed craft
Chapter XI-1 - Special measures to enhance maritime safety
7. Chapter XI-2 - Special measures to enhance maritime security
Chapter XII - Additional safety measures for bulk carriers
-Chapter I - General Provisions
concerning the survey of the various types of ships and the issuing of documents signifying
that the ship meets the requirements of the Convention.
-provisions for the control of ships in ports of other Contracting Governments
Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
. 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.
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.
The steering gear requirements of this Chapter are particularly important.
8. Chapter II-2 - Fire protection, fire detection and fire extinction
fire safety provisions for all ships and specific measures for passenger ships, cargo ships and
tankers.
restricted use of combustible materials; detection of any fire in the zone of origin;
protection of the means of escape or of access for fire-fighting purposes;
ready availability of fire-extinguishing appliances
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.
9. .
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.
The Chapter is closely linked to the Radio Regulations of the
International Telecommunication Union.
10. Chapter V - Safety of navigation
Chapter V identifies certain navigation safety services
covered include the maintenance of meteorological services for ships;
the ice patrol service; routeing of ships; and the maintenance of search
and rescue services.
The chapter makes mandatory the carriage of voyage data recorders
(VDRs) and automatic ship identification systems (AIS) for certain ships.
Chapter VI - Carriage of cargoes
The Chapter covers all types of cargo (except liquids and gases
in bulk) "which, owing to their particular hazards to ships or
persons on board, may require special precautions".
The regulations include requirements for stowage and securing of
cargo or cargo units (such as containers).
The Chapter requires cargo ships carrying grain to comply with
the International Grain Code
11. Chapter VII - Carriage of dangerous goods
The regulations are contained in three parts:
Part A - Carriage of dangerous goods in packaged form - includes
provisions for the classification, packing, marking, labelling and
placarding, documentation and stowage of dangerous goods.
Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the
documentation, stowage and segregation requirements for these goods
and requires reporting of incidents involving such goods.
Part B covers Construction and equipment of ships carrying dangerous
liquid chemicals in bulk and requires chemical tankers built after 1 July
1986 to comply with the International Bulk Chemical Code (IBC Code).
Part C covers Construction and equipment of ships carrying liquefied
gases in bulk and gas carriers constructed after 1 July 1986 to comply
with the requirements of the International Gas Carrier Code (IGC Code).
12. Part D includes special requirements for the carriage of packaged
irradiated nuclear fuel, plutonium and high-level radioactive wastes
on board ships and requires ships carrying such products to comply
with the International Code for the Safe Carriage of Packaged
The chapter requires carriage of dangerous goods to be in compliance
with the relevant provisions of the International Maritime Dangerous
Goods Code (IMDG Code).
13. Chapter VIII - Nuclear ships
Gives basic requirements for nuclear-powered ships and is particularly
concerned with radiation hazards..
Chapter IX - Management for the Safe Operation of Ships
The Chapter makes mandatory the International Safety Management
(ISM) Code, which requires a safety management system to be
established by the shipowner or any person who has assumed
responsibility for the ship (the "Company").
Chapter X - Safety measures for high-speed craft
The Chapter makes mandatory the International Code of Safety for High-
Speed Craft (HSC Code).
14. Chapter XI-1 - Special measures to enhance maritime safety
The Chapter clarifies requirements relating to authorization of recognized organizations
(responsible for carrying out surveys and inspections on Administrations' behalves);
enhanced surveys; ship identification number scheme; and port State control on operational
requirements.
Chapter XI-2 - Special measures to enhance maritime security
The Chapter was adopted in December 2002
entered into force on 1 July 2004.
Regulation XI-2/3 of the new chapter enshrines the International Ship and Port Facilities
Security Code (ISPS Code
Regulation XI-2/8 confirms the role of the Master in exercising his professional judgement over
decisions necessary to maintain the security of the ship. It says he shall not be constrained by
the Company, the charterer or any other person in this respect.
Regulation XI-2/5 requires all ships to be provided with a ship security alert system, according
to a strict timetable that will see most vessels fitted by 2004 and the remainder by 2006.
Regulation XI-2/6 covers requirements for port facilities, providing among other things for
Contracting
Chapter XII - Additional safety measures for bulk carriers
The Chapter includes structural requirements for bulk carriers over 150 metres in length.
15. Safety Convention Certificate
The Safety Convention Certificates shall be in the form prescribed by the 1974 SOLAS .
1. Passenger Ship Safety Certificate.
2. Cargo Ship Safety-Radio Certificate.
3. Cargo Ship Safety Equipment Certificate
4. Cargo Ship Safety Construction Certificate
5. Exemption Certificate.
Issue of Certificates and the relation of Classification Societies with the Safety Convention
Certificates.
The Safety Convention certificates are issued after an inspection and a survey by the
contracting government of the state whose flag the ship is entitled to fly or by any
person/organization duly authorized by it.
Another contracting government at the request of the contracting government of the state
whose flag the ship is entitled to fly may cause a ship to be surveyed and if satisfied that the
requirements are complied, shall issue certificates to the ship in accordance with the present
regulations. However, certificates issued on behalf of other governments shall have a
statement to that effect.
An advantage of a certificate issued by an International Classification Society is that it
receives immediate recognition
16. VALIDITY OF CERTIFICATES
Passenger Ship Safety certificates and Cargo Ship Safety Radio certificates are
each valid for 12 months.
Cargo Ship Safety equipment certificates is valid for 24 months.
Cargo Ship Safety Construction certificates is valid for 5 years.
An Exemption when is granted to a ship in accordance with the relevant
regulations applicable to the ship (SOLAS regulation 1/12), an exemption
certificates shall be issued in addition to any certificates issued under the
regulation. The exemption certificates validity is not longer than the period of
validity of the certificates to which it refers
Invalidity of certificates.
A certificate shall cease to be valid:
1. If its period of validity has been exceeded and the certificate has not been extended
when permitted.
2. If annual and intermediate surveys have not been carried out in accordance with the
regulations specified in the convention and the certificates has not been endorsed.
3. Upon the transfer of a ship to the flag of another government.
17. Extension / (Grace period)
If a ship at the time when a certificate issued expires is not in the port in which it is to be
surveyed, an extension to the period of validity of the certificate can be granted. This
extension shall only for the purpose of allowing the ship to complete its voyage to a port in
which it is to be surveyed.
No certificates shall be extended for a period longer than 5 months.
SURVEYS TYPES
Annually, renewal surveys for:
Passenger Ship Safety Certificate
Cargo Ship Safety Radio Certificate
LIST OF PASSENGER SHIP SURVEY :
The following survey is required for passanger ship
1. The arrangements, material and scantlings of the structure
2. Boilers and other pressure vessels and their appurtenances.
3. Main and auxiliary machinery, electrical installation including those used in life-saving
appliances and arrangements.
4. Nautical publications.
5. Ship borne navigational equipment, means of embarkation for pilots, lights, shapes,
means of making sound and distress signals and other equipment.
6. The survey shall be such to ensure fully comply with the relevant regulations
applicable to the ship, are in a satisfactory condition and are fit for the service for
which the ship is intended.
18. THE SAFETY EQUIPMENT OF CARGOSHIP
The safety equipment of a cargo ship of 500 tons or over on international voyages shall be
subjected to the following surveys.
A survey before the ship is put in service.
a complete inspection of life-saving appliances and the arrangements
The ship-borne navigational equipment, the fire safety systems and appliances, the inert gas
system, the fire control plans, the means of embarkation of pilots, the nautical publications,
lights, shapes and means of making sound and distress signals and other equipment to
ensure they comply with the relevant regulations applicable to the ship, are in satisfactory
condition
A periodical survey before the Cargo Ship Safety Equipment Certificate may be renewed
An annual survey, or, in the case of a tanker of ten years of age and over, an intermediate
survey, within three months before or after the anniversary date of the Cargo Ship Safety
Equipment which shall include a general inspection of the equipment
19. Validity of Certificates should be up dated
1.It is the owner's duty to ensure that all certificates are kept valid at all times with
the assistance of the master of the ship.
2.The Owner and Master of every ship issued with the certificate in accordance
with the regulations shall ensure that it is posted-up in a prominent and accessible
place in the ship.