THE MARITIME SAFETY COMMITTEE,

Deletion :

Wolf–Hirschhorn syndrome: It is a characteristic phenotype resulting from a partial deletion of chromosomal material of the short arm of chromosome 4. growth and mental retardation, muscle hypotonia, seizures, and congenital heart defects are the symptoms.

Karyotype : deletion of short arm of 4^th chromosome (4p)

Jacobsen syndrome: it is a rare congenital disorder resulting from deletion of a terminal region of chromosome 11 that includes band 11q24.1. It can cause intellectual disabilities, a distinctive facial appearance, and a variety of physical problems including heart defects and a bleeding disorder.

Karyotype : deletion of terminal region of 11^th chromosome ( 11q)

Turner’s Syndrome :

45,X, encompasses several conditions in human females, of which monosomy X (absence of an entire sex chromosome, the Barr body) is most common. It is a chromosomal abnormality in which all or part of one of the sex chromosomes is absent or has other abnormalities (unaffected humans have 46 chromosomes, of which two are sex chromosomes). In some cases, the chromosome is missing in some cells but not others, a condition referred to as mosaicism or "Turner mosaicism". In the majority of cases where monosomy occurs, the X chromosome comes from the mother.[10] This may be due to a nondisjunction in the father. Turner syndrome may be diagnosed by amniocentesis or chorionic villus sampling during pregnancy.

Karyotype : 45, XO

Down syndrome

Down's syndrome, also known as trisomy 21, is a genetic disorder caused by the presence of all or part of a third copy of chromosome 21. It is typically associated with physical growth delays, characteristic facial features and mild to moderate intellectual disability. The average IQ of a young adult with Down syndrome is 50, equivalent to the mental age of an 8 or 9 year old child, but this varies widely. Down syndrome can be identified during pregnancy by prenatal screening followed by diagnostic testing, or after birth by direct observation and genetic testing.

Karyotype : 47, XY + 21 for male

47,XX +21 for female

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28 (b) of the Convention on the International Maritime Organization concerning the functions of the Committee,

NOTING part C of revised chapter VI of the International Convention for the Safety of Life at Sea, 1974 (SOLAS 74), adopted by resolution MSC.22(59) which, inter alia, makes the provisions of the International Code for the Safe Carriage of Grain in Bulk mandatory under that Convention,

HAVING CONSIDERED the text of the proposed Code,

1. ADOPTS the International Code for the Safe Carriage of Grain in Bulk, the text of which is set out in the Annex to the present resolution;

2. DECIDES that the Code shall take effect on 1 January 1994; and

3. REQUESTS the Secretary-General to transmit to the Members of the Organization and all Contracting Governments to SOLAS 74 certified copies of the present resolution and the Code.

Annex.
INTERNATIONAL CODE FOR THE SAFE CARRIAGE OF GRAIN IN BULK

FOREWORD

History

Grain has been carried aboard ships for thousands of years. As one of the major items in the maritime market it attracted attention because of its importance and the special problems it presented. The tendency of grain, when carried in its bulk natural state, to shift within the cargo space of a ship moving in a seaway represents a potential hazard to vessel and crew. Consequently, the problems raised by such carriage are often the subject of national requirements and international agreements.

At the International Conference on Safety of Life at Sea, 1948, international regulations applicable to the carriage of grain in bulk were developed and incorporated in chapter VI, entitled "Carriage of grain and dangerous goods", of the International Convention for the Safety of Life at Sea, 1948. These regulations proved effective as far as safety was concerned.

However, in the light of this safety record, and in view of the increasingly high costs of the required temporary fittings and/or bagged grain, a review of the regulations adopted in 1948 was undertaken. Revisions to the regulations were made at the International Conference on Safety of Life at Sea, 1960, and incorporated in the International Convention for the Safety of Life at Sea, 1960. Under these provisions, ships which met specified stability requirements were allowed to substitute large feeders for shifting boards formerly required in and beneath the feeders and the limitation on the carriage of heavy grain in upper tweendecks was eliminated. A new concept called "common loading" was introduced which allowed two or more compartments separated by decks to be treated as a single compartment.

The 1960 Conference also recognized the need for international agreement on all aspects of the safe carriage by sea of bulk grain and recommended that Governments submit to the International Maritime Organization details of their practices with a view to reaching an international agreement on requirements for the strength of grain fittings.

Although the 1960 Convention did not enter into force until 1965, most of the Contracting Governments to the 1948 Convention, ishing to take advantage of the economic aid to shipping, in 1961 put the revised chapter VI into effect as an equivalent. In a period of about 4 years following the introduction of the new rules, six ships loaded with grain were lost and these were several cases where severe lists from shifting grain caused ships to return to port for correction of their trim.

Early in 1963, the work of a technical body within IMO studying intact stability of ships, re-examined the data on which the grain rules of chapter VI were based, particularly those relating to grain settlement from feeders into the holds and the ability to fill all the spaces between the beams and the wings and ends in the hold by trimming. IMO, recognizing the need to obtain empirical data, initiated a survey to which masters of ships of many nationalities loading bulk grain in all parts of the world contributed. Further studies and tests were carried were carried out by the Subcommittee on Subdivision and Stability and the Sub-Committee on Bulk Cargoes which confirmed that certain principles on which the regulations were based were invalid and as such rendered the basic requirements unattainable.

Thus, after review of all the regulations of chapter VI, in the light of the aforementioned studies, new grain regulations were prepared. These regulations adopted by the Assembly of IMO in October 1969 (resolution A.184(VI)) and commonly known as the "1969 Equivalent Grain Regulations" have been widely-accepted and used, in particular by Administrations of countries involved in the international carriage of grain. As a companion measure, the Assembly adopted resolution A.185(VI) which recommends that Governments similarly apply the 1969 Equivalent Grain Regulations to ships of less than 500 gross tonnage.

When adopting the Equivalent Grain Regulations, the Assembly requested the Maritime Safety Committee to study data compiled as a result of their application and determine their suitability as an amendment to chapter VI of the I960 Convention.

Accordingly, this evaluation and review was carried out by the Sub-Committee on Containers and Cargoes (formerly the Sub-Committee on Bulk Cargoes) over a period of 3 years. It was found that the use of the 1969 Equivalent Grain Regulations resulted in enhanced safety in the transport of grain in bulk and proved to be more practical, and in most cases less expensive, than the application of the requirements of chapter VI of the 1960 Convention. The 1969 Equivalent Grain Regulations were only slightly amended in the light of operational experience, and the amended text was initially adopted by the IMO Assembly in November 1973 (resolution A.264(VIII)) as an amendment to the 1960 Convention. This amended text was to form the basis of new international requirements for the carriage of grain in bulk and to be known as the "IMO Grain Rules". Apart from a few minor editorial changes, the text of these Rules and the text of chapter VI of the International Convention for the Safety of Life at Sea, 1974, which entered into force on 25 May 1980, are identical.

In November 1981 the Maritime Safety Committee, at its forty-fifth session, adopted a number of amendments to the 1974 Convention, including some related to chapter VI. These have been included in this Code.

Principle of the IMO Grain Rules

The IMO Grain Rules are based on the recognition that in a compartment nominally filled with grain there exists a void space between the surface of the grain and the crown or deckhead of the loaded compartment. The Rules require demonstration by calculation that at all times during a voyage the ship will have sufficient intact stability to provide adequate residual dynamic stability after taking into account the adverse heeling effects caused by an assumed pattern of grain movement in the void spaces lying directly above the grain surfaces. Provision of temporary grain fittings to reduce the effects of grain shift, e.g. shifting boards, depends entirely upon achieving the correct relationship between the intact stability characteristics of the ship and the heeling effects of a possible grain shift within the various compartments of the ship. The IMO Grain Rules require a minimum level of acceptable stability for the carriage of grain in terms of angle of heel due to assumed grain shift, residual righting energy after such assumed shift and initial metacentric height.

It should be noted that the pattern of grain movement prescribed in the IMO Grain Rules is not intended to portray the actual movement of the grain surfaces as the ship moves in a seaway. Nevertheless, it is considered that the calculated heeling moment based upon this prescribed pattern of grain movement adequately represents the heeling moment actually imposed upon the ship.

Implementation of the IMO Grain Rules

In 1973 when adopting the IMO Grain Rule, the IMO Assembly revoked revolution A.184(VI) which included the 1969 Equivalent Grain Regulations and recommended that all Governments put into effect as soon as possible the provisions of the new IMO Grain Rules annexed to resolution A.264(VIII) as a total replacement for chapter VI of the 1960 Convention It was recognized that approvals issued under the provisions of the old 1969 Equivalent Grain Regulations (A. 184(VI)) would be considered as generally complying with the new IMO Grain Rules.

The Sub-Committee on Containers and Cargoes recommended in 1980 that valid approvals under resolution A.184(VI) and A.264(VIII) be deemed to be in compliance with, or equivalent to, requirements of chapter VI of the 1974 Convention, provided that no alteration affecting the approval of grain loading information had taken place after such approval was given. The Sub-Committee further agreed to this end that the approval of ships under the requirements of regulation 12 of chapter VI of the 1960 Convention should remain valid, provided that all the requirements of that regulation were met and further that no alteration affecting the approval of the grain loading information had subsequently been made. Finally, it was also agreed to recommend that no further documents would be required where valid approvals existed for the ships described above.

These recommendations were approved by the Maritime Safety Committee at its forty-second session in May 1980.

In 1991, chapter VI of the International Convention for the Safety of Life at Sea, 1974, was restructured to apply to a broader spectrum of cargo-related matters and the regulations pertaining to the carriage of grain in bulk were incorporated in this Code.

Date: 2014-12-21; view: 906