Estonia

Estonia

On 28 September 1994 the passenger ro-ro ship Estonia suddenly capsized in a severe storm in the north Baltic Sea and sank with the loss of more than 850 lives.

On 4 October 1994 (i.e. five days after the incident), a proposal to establish a panel of experts to look into all aspects of ro-ro safety was put forward by Mr. W.A. O'Neil leading to a SOLAS Conference, which was convened in the shortest time possible, in November 1995 and succeeded in the adoption of a series of amendments and new regulations incorporated in the Convention applicable to both new and existing ro-ro passenger ships (and to other passenger ships). Further work recommended by the same conference (e.g. on AIS, VDRs, passenger evacuation/escape routes, etc.) has now all been completed.

It is, however, important to recall that there had been a considerable amount of work with a direct bearing on ro-ro passenger ships' safety, which IMO had concluded even prior to the loss of the Estonia. For example, the "SOLAS 90" standard and the adoption of the ISM Code in 1994 had its roots in concerns over ro-ro passenger ship constructional and operational safety.

The impact of the Estonia incident was to accelerate a comprehensive review of all aspects of ro-ro ferry safety, including search and rescue requirements.

The Maritime Safety Committee (MSC), which met from 5 to 9 December 1994, established the panel of experts, which reported to the MSC in May 1995. The IMO Assembly, meeting for its 19th session in November 1995, adopted five resolutions directly relating to safety of roll on-roll off passenger ships. The Assembly was followed immediately by the SOLAS conference on ro-ro safety which adopted a series of regulations intended to ensure no repeat of the Estonia incident, including stability regulations applicable to both new and existing ro-ro passenger ships as well as operational requirements, such as that for an established working language. The conference also adopted 12 resolutions relating to future work and it is safe to say that, 10 years later, all of the work has now been completed.

The panel of experts on ro-ro safety worked under the supervision of a Steering Committee, chaired by the late Dr. Giuliano Pattofatto.

Mr Torkild Funder of Denmark, a former chairman of the MSC, was chosen to be chairman of the panel of experts, which was to consist of designated specialists and the chairmen of a number of IMO sub-committees.

The panel's reports and recommendations were considered by a Steering Committee, which was established to co-ordinate the work of the panel of experts, in April and then by the full MSC at its 65th session in May 1995.

19th IMO Assembly - November 1995 - adopted: A.792(19) Safety culture in and around passenger ships. A.793(19) Strength and securing and locking arrangements of shell doors on ro-ro passenger ships. A.794(19) Surveys and inspections of ro-ro passenger ships. A.795(19) Navigational guidance and information scheme for ro-ro ferry operations. A.796(19) Recommendations on a decision-support system for masters on passenger ships

SOLAS Conference 1995

The November 1995 SOLAS amendments (Conference)

Adopted: 29 November 1995

Entry into force: 1 July 1997

The conference adopted a series of amendments to SOLAS, based on proposals put forward by the Panel of Experts on the safety of roll on-roll off passenger ships which was established in December 1994 following the sinking of the ferry Estonia. The most important changes relate to the stability of ro-ro passenger ships in Chapter II-1.

The SOLAS 90 damage stability standard, which had applied to all ro-ro passenger ships built since 1990, was extended to existing ships in accordance with an agreed phase-in programme. Ships that only meet 85% of the standard had to comply fully by 1 October 1998 and those meeting 97.5% or above, by 1 October 2005. (The SOLAS 90 standard refers to the damage stability standard in the 1988 (October) amendments to SOLAS adopted 28 October 1988 and entering into force on 29 April 1990.) The conference also adopted a new regulation 8-2, containing special requirements for ro-ro passenger ships carrying 400 passengers or more. This is intended to phase out ships built to a one-compartment standard and ensure that they can survive without capsizing with two main compartments flooded following damage.

Amendments to other Chapters in the SOLAS Convention included changes to Chapter III, which deals with life saving appliances and arrangements, including the addition of a section requiring ro-ro passenger ships to be fitted with public address systems, a regulation providing improved requirements for life-saving appliances and arrangements and a requirement for all passenger ships to have full information on the details of passengers on board and requirements for the provision of a helicopter pick-up or landing area.

Other amendments were made to Chapter IV (radiocommunications); Chapter V (safety of navigation) - including a requirement that all ro-ro passenger ships should have an established working language - and Chapter VI (carriage of cargoes). The conference also adopted a resolution which permits regional arrangements to be made on special safety requirements for ro-ro passenger ships.