Tanker Familiarization

Model Co.urse 1.
01
Tanker Familiarization
(2000 Edition)
First published in 1987 as Oil Tanker ~amiliarfzationby the

INTERNATIONAL MARITIME ORGANIZATION
4 Albert Embankment, London, SE1 7SR
Revised edition published 1987

2ndedition published 1991
This edition published 2000
Printed in the United Kingdom by CPC The Printers, Portsmouth.
2 4 6 8 1 0 9 7 5 3 1
ISBN 92-801-6114-8
IMO PUBLICATION
Sales number: T1O1E
ACKNOWLEDGEMENTS
IMO wishes to express its sincere appreciation to the National Maritime Academy of Singapore for its valuable
assistance and co-operation in the development of this course
Grateful acknowledgement is made for the use of material and diagrams from:
Standard Ship Designs, by R. Scott; Chemical/Parcel Tankers, edited by M. Grey; Gas Carriers, by R. Ffooks;
Fairplay Publications Ltd., London
International Safety Guide for Oil Tankers and Terminals, by ICS, OClMF and IAPH; Tanker Safety Guide
(Chemicals) and Tanker Safety Guide (Liquefied Gas), by lnternational Chamber of Shipping; Liquefied Gas
Handling Principles on Ships and Terminals, by SIGTTO; Witherby & Co. Ltd., London
Cargo Pump Installations, by K.M.B. Donald; Institute of Marine Engineers Technical Paper, London
"Explosion-proof valve-systems, flame arresters and equipment for safety and environmental protection",
Braunschweiger Flammenfilter Armaturen- und Apparatebau Gmbh, Braunschweig, Germany
"Submerged Cargo Pumps" and other material, Frarik Mohn NS, Nesttun, Norway
Copyright O IMO 2001
All rights reserved

No part of this publication may, for sales purposes, be produced, stored in a retrieval system or transmitted in
any form or by any means, electronic, electrostatic, magnetic tape, mechanical, photocopying or othewise,
without prior permission in writing from the International Maritime Organization
CONTENTS
Page
Foreword
Introduction
Part A: Course Framework
Part B: Course Outline and Timetable
Part C: Detailed Teaching Syllabus
Part D: lnstructor Manual
Appendix to lnstructor Manual
Attachment: Guidance on the implementation of model courses
Foreword
Since its inception the International Maritime Organization has recognized the importance of
human resources to the development of the maritime industry and has given the highest
priority to assisting developing countries in enhancing their maritime training capabilities
through the provision or improvement of maritime training facilities at national and regional
levels. IMO has also responded to the needs of developing countries for postgraduate training
for senior personnel in administration, ports, shipping companies and maritime training
institutes by establishing the World Maritime University in Malmo, Sweden, in 1983.
Following the earlier adoption of the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1978, a number of IMO Member Governments
had suggested that IMO should develop model training courses to assist in the implementation
of the Convention and in achieving a more rapid transfer of information and skills regarding
new developments in maritime technology. IMO training advisers and consultants also
subsequently determined from their visits to training establishments in developing countries
that the provision of model courses could help instructors improve the quality of their existing
courses and enhance their effectiveness in meeting the requirements of the Convention and
implementing the associated Conference and IMO Assembly resolutions.
In addition, it was appreciated that a comprehensive set of short model courses in various
fields of maritime training would supplement the instruction provided by maritime academies
and allow administrators and technical specialists already employed in maritime
adrr~ir~istrations,
ports and shipping companies to improve their knowledge and skills in certain
specialized fields. IMO has therefore developed the current series of model courses in
response to these generally identified needs and with the generous assistance of Norway.
These model courses may be used by any training institution and the Organization is prepared
to assist developing countries in irr~plementingany course when the requisite financing is
available.
W. A. O'NEIL
Secretary-General
Introduction
Purpose of the model courses
The purpose of the IMO model courses is to assist maritime trair~inginstitutes and their
teaching staff in organizing and introducing new training courses, or in enhancing, updating or
supplementing existing training material where the quality and effectiveness of the training
courses may thereby be improved.
It is not the intention of the model course programme to present instructors with a rigid
"teaching packageV.which they are expected to "follow blindly". Nor is it the intention to
substitute audio-visual or "programmednmaterial for the instructor's presence. As in all training
erideavours, the knowledge, skills and dedication of the instructors are the key components in
the transfer of knowledge and skills to those being trained through IMO model course material.
Because educational systems and the cultural backgrounds of trainees in maritime subjects
vary considerably from country to country, the model course material has been designed to
identify the basic entry requirements and trainee target group for each course in universally
applicable ternis, and to specify clearly the technical content and levels of knowledge and skill
necessary to meet the technical intent of IMO conventions and related recommendations.
'This is the firstmajor revision to this model course. In order to keep the training programme up
to date in future, it is essential that users provide feedback. New informationwill provide better
training in safety at sea and protection of the marine environment. Information, comments and
suggestions should be sent to the Head of the STCW and Human Element Section at IMO,
London.
Use of the model course

To use the model course, the instructor should review the course plan and detailed syllabus,
taking into account the information provided under the entry standards specified in the course
framework. The actual level of knowledge and skills and the prior technical education of the
trainees should be kept in mind during this review, and any areas within the detailed syllabus
which may cause difficulties because of differences between the actual trainee entry level and
that assumed by the course designer should be identified. To compensate for such
differences, the instructor is expected to delete from the course, or reduce the emphasis on,
items dealing with knowledge or skills already attained by the trainees. He should also identify
any academic knowledge, skills or technical training which they may not have acquired.
By analysing the detailed syllabus and the acaderr~icknowledge required to allow training in
the technical area to proceed, the instructor can design an appropriate pre-entry course or,
alternatively, insert the elements of academic knowledge required to support the techrrical
training elements concerned at appropriate points within the technical course.
Adjustment of the course objective, scope and content niay also .be necessary if in your
maritime industry the trainees completing the course are to undertake duties which differ from
the course objectives specified in the model course.
Within the course plan the course designers have indicated their assessment of the time which
should be allotted to each area of learning. However, it must be appreciated that these
allocations are arbitrary and assume that the trainees have fully met all entry requirements of
the course. The instructor should therefore review these assessments and may need to reallocate the time required to achieve each specific learning objective or training outcome.
TANKER FAMILIARIZATION
4 Lesson plans
Having adjusted the course content to suit the trainee intake and any revision of the course
objectives, the instructor should draw up lesson plans based on the detailed syllabus. The
detailed syllabus contains specific referencesto the textbooks or teaching material proposed to
be used in the course. Where no adjustment has been found necessary in the learning
objectives of the detailed syllabus, the lesson plans may simply consist of the detailed syllabus
with keywords or other reminders added to assist the instructor in making his presentation of
the material.
4 Presentation
The presentation of concepts and methodologies must be repeated in variol-ls ways until the
instructor is satisfied, by testing and evaluating the trainee's performance and achievements,
that the trainee has attained each specific learning objective or training outcome. The syllabus
is laid out in learning-objective format and each objective specifies what the trainee must be
able to do as the learning or training outcome. Taken as a whole, these objectives aim to meet
the knowledge, understanding and proficiency specified in the appropriate tables of the STCW
Code.
4 Implementation
For the course to run smoothly and to be effective, considerable attention must be paid to the
availability and use of:
properly qualified instructors;

support staff;
rooms and other spaces;
equipment;
textbooks, technical papers; and
other reference material.
Thorough preparation is the key to successful implementation of the course. IMO has
produced "Guidance on the implementation of model courses", which deals with this aspect in
greater detail and is included as an attachment to this course.
In certain cases, the requirements for some or all of the training in a subject are covered by
another IMO model course. In these cases, the specific part of the STCW Code which applies
is given and the user is referred to the other model course.
4 Guidance for course developers and instructors
This tanker familiarization course comprises three main parts. These are the basic
understanding of the characteristics of oil, chemical, and liquefied gas; personnel safety and
pollution prevention; and general shipboard cargo-handling system.
The first part covers the properties and associated hazards related to the cargoes.
The second part covers the means and measures to control the hazards and to prevent
pollution, for the protection of personnel and the environment.
The third part provides a general overview of cargo-handling equipment and operations on
board tankers.
INTRODUCTION
These three aspects are necessarily interlinked. One approach to achieving the standard of
competence is through the proper supervision of on-board training.
In revising this course, all of the detailed syllabuses of the existing oil, chemical and liquefied
tanker familiarization model courses have beer1 included without unnecessary duplication. This
forms the bulk of the detailed teaching syllabus for the model course. It has been rearranged
and amended to suit the revision.
Additional material in chapters 1 to 6 of this'model course is included to satisfy all requirements
of STCW Code section A-VII, paragraphs 2 to 7. No additions have been made to chapters 7
to 9, which are taken from the respective chapters of the existing model courses. This material
is included to meet their corresponding requirements in STCW Code section B-V.
lnstructors should emphasize in their teaching the hazards involved in the operations on board
tankers. They should explain, in as much detail as is necessary, the safety considerations in
the syste'ii~s,equipment and constructional features that exist to control those hazards.
The lessons delivered during the course should be tailored to the needs of the trainees.
Officers with extensive experience on board tankers and those that have received guided
instruction on board may need less classroom teaching than those with simply the minimum
sea experience on tankers generally. In addition, officers may require more guided instruction
on board or classroom teaching than ratings.
lnstructors should keep in mind that some of the topics in this model course are also
introduced in the model courses for the officer in charge of a watch in the function "Controlling
the Operation of the Ship and Care for Persons on Board at the Operational Leveln. These
topics may therefore be treated as a revision of earlier learning.
Physical properties of oils and vapours covered in this tanker familiarization model course can
also be found in the basic physics of the officer in charge of a watch model courses (for both
navigation and marine engineering functions); therefore the basic physics in section 2 of this
model course is a revision and extension of that training. Similarly, entrants will need to
complete an approved shore-based fire-fighting course (STCW regulation VI1 , paragraph I ) ,
and hence in this model course the fire-fighting principles are dealt with only briefly.
I Training and the STCW 1995 Convention
The standards of competence that have to be met by seafarers are defined in Part A of the
STCW Code in the Standards of Training, Certification and Watchkeeping for Seafarers
Convention, as amended in 1995. This IMO model course has been revised and updated to
cover the competences in STCW 1995. It sets out the education and training needed to
achieve those standards.
Familiarization training requirements for officers and ratings assigned specific duties and
responsibilities related to cargo or cargo equipment on tankers are detailed in section A-VII,,
paragraphs 1 to 7 and in section B-V11 of the STCW Code. This model course aims to provide
a familiarization training programme referred to in paragraph 1.2 of regulation VII.
For ease of reference, the course is divided into separate sections.
Part A provides the framework for the course, with its aims and objectives and notes on the
suggested teaching facilities and equipment. A list of useful teaching aids, IMO references and
textbooks is also included.
Part B provides an outline of lectures, demonstrations and exercises for the course, together
with a suggested sequence and timetable. From the teaching and learning point of view, it is
more important that the trainee achieves the minimum standard of competence defined in the
STCW Code than that a strict timetable for each topic is followed. Depending on their
experience and ability, some students will naturally take longer to become proficient in some
topics than in others.
Part C gives the Detailed Teaching Syllabus. 'This is based on the theoretical and practical
knowledge specified in the STCW Code. It is presented in a logical sequence, starting with
basic knowledge and information on oillchemicallliquefied gas cargoes and their hazards,
methods of hazard control, safety, pollution prevention, emergency operations and concluding
with cargo equipment and operations. Each subject area is covered by a series of required
performances, in other words what the trainee is expected to be able to do as a result of the
teaching and training. In this way the overall required performance of knowledge,
understanding and proficiency is met. IMO references, textbook references and suggested
teaching aids are included to assist the teacher in designing lessons.
Part D contains an Instructor Manual with additional explanations and an example lesson plan.
The Convention defines the rninimuni standards to be maintained in Part A of the STCW
Code. Mandatory provisions concerning training and assessment are given in section A-116 of
the STCW Code. These provisions cover: qualification of instructors; supervisors as assessors;
in-service training; assessment of competence; and training and assessment within an
institution. A corresponding Part B of the STCW Code contains non-mandatory guidance on
training and assessment.
A separate IMO model course addresses examination and assessment of competence. This
course explains the use of various methods for demonstrating competence and criteria for
evaluating competence as tabulated in the STCW Code, and may be helpful in developing any
necessary assessments.
Responsibilities of Administrations
.
Administrations should ensure that training courses delivered by colleges and acadernies are
such as to ensure that officers and ratings, assigned specific duties and responsibilities related
to cargo or cargo equipment on tankers, completing training do meet the standards of
competence required by STCW regulation V l l , paragraph 1.2.
E
Validation
The information contained in this document has been validated, subject to confirmation by the
Sub-committee on Standards of Training and Watchkeeping, by avalidation Panel comprised
of representatives designated by ILO and IMO. The model course material is intended for use
by technical advisers, consultants and experts for the training and certification of seafarers so
that the minimum standards implemented may be as uniform as possible. "Validationn, in the
context of this document, means that no grounds have been found to object to its content. The
work must not be regarded as an official interpretation of the Convention.
Part A: Course Framework

H Scope
This course provides training for officers and ratings assigned specific duties and
responsibilities related to cargo and cargo equipment on tankers. It comprises a familiarization
training programme appropriate to their duties and responsibilities, including characteristics of
tanker cargoes, their associated hazgrds, safety measures, pollution prevention, emergency
operations, cargo equipment and operations. The course takes account of section A-Vl1 of the
STCW Code adopted by ttie International Convention on Standards of Training, Certification
and Watchkeeping for Seafarers 1978, as amended in 1995.
Any of this training may be given on board or ashore. It should be supplemented by practical
instr~~ction
on board and, where appropriate, in a suitable shore-based installation.
H
Objective
Provided they hold an appropriate certificate and are otherwise qualified in accordance with
regulation VIA-1.2 of the International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers 1978, as amended in 1995, those successfully completing the
course should be able to assume the duties and responsibilities related to cargo and cargo
equipment, as specifically assigned to them.
H Entry standards
This course is open to seafarers who are to be assigned specific duties and responsibilities
related to cargo and cargo equipment on tankers, and who have completed an approved shorebased fire-fighting course in addition to the training required by regulation VIII as stipulated in
STCW regulation VII, paragraph 1. See the chart on page 6, which is also presented as a
teaching aid transparency in appendix 3.
The tanker familiarization course must be approved by the Administration. Officers and ratings
who are qualified in accordance with regulation VII, paragraph 1, as appropriate, shall be
issued with an appropriate certificate.
An existing certificate may be suitably endorsed by the issuing Administration.
H COU-rseintake limitations
The number of trainees should not exceed-20, and practical training should be undertaken in
small groups of not more than four.
H Staff requirements
The instructor shall have appropriate training in instructional techniques and training methods
(STCW Code A-116, paragraph 7). It is recommended that all training and instruction is giver1 by
qualified personnel experienced in the handling and characteristics of oillchemicallliquefied gas
cargoes and the safety procedures involved.
Staff may be recruited from deck and engineer officers of tankers, .fleet superintendents and
personnel in freight departments, cargo survey bureaux or laboratories, as appropriate.
STCW 95 training scheme for personnel on tankers
Approved shore-based fire-fighting course

(STCW regulation VII, paragraph 1)
*
At least 3 nionths' approved
seagoing service on tankers
(STCW regulation VIA, paragraphs
1.Iand 1.3 to 1.6)
Approved tanker familiarization course

(STCW regulation VI1 , paragraph 2)
*
Experience appropriate to duties on tankers
(STCW regulation V11 , paragraph 2.1 )
Specialized tanker training programme

(STCW regulation V11 , paragraph 2.2)
I
Service in positions with the immediate

responsibility for loading, discharging and
care in the transit or handling of tanker cargo
(STCW regulation V l l , paragraph 2.1 )
Note: Administrations may require additional training at sea or ashore to meet national requirements
PART A: COURSE FRAMEWORK
Training facilities and equipment

Ordinary classroom facilities and an overhead projector are sufficient for most of the course,
and if possible a visit to a tanker should be arranged. When making use of audio-visual
materials, the appropriate equipment must be available.
It is widely recognized that well-desig ned lessons and exercises can improve the effectiveness
of training and shorten training times compared to traditional methods.
The following equipment should be available for classroom demonstration:
Complete set of personnel safety equipment, including breathing apparatus
Set of suitable protective equipment, including cheniical and gas-tight suits
Tank evacuating equipment
Resuscitator
.
Filter-type respiratory protection for emergency escape
Self-contained breathing apparatus for emergency escape
Portable oxygen meter
personal oxygen monitor
Portable combustible-gas detector
Portable toxic-gas detector
Chemical absorption tubes for toxic-gas detector (for benzene, carbon monoxide,
hydrogen sulphide)
Portable foam applicators
It may be more appropriate to conduct some parts of the course on board tankers. These are
indicated in the course outline. -
Use of simulators
'The revised STCW Convention sets standards regarding the performance and use of
simulators for mandatory training, assessment or demonstration of competence.
The general performance standards for simulators used in trail-ling and for simulators used in
assessment of competence are given in section A-Ill 2. section B-1/12 provides guidance on the
use of simulators in these activities. However, simulator-based training and assessment is not a
mandatory requirement for this tanker training programme, and is not included in any part of
this familiarization course.
Teaching aids (A)

A1 Instructor Manual (Part D of the course).
A2 Overhead projector transparencies (see Appendix 1, Appendix 2, and Appendix 3)
A3 Videos:
V1 Personal Safety on Tankers (Code No. 561)
V2 Prevention and Reaction to Marine Oil Spills: Under MARPOL (Code No. 591)
V3 Prevention and Reaction to Marine Oil Spills: Under OPA 90 (Code No. 590)
V4 Chemical Tanker and Operations (Parts I and II) (Code Nos. 329.1 and 329.2)
V5 An Introduction to Liquefied Gas Carriers (Code No. 103)
V6 Don't Go Down the ............... (Code No. 15)
Available from:Videotel Marine lnternational Limited

84 Newman Street, London, W l P 3LD, UK
Tel: +44 (0)20 7299 1800
Fax: +44 (0)20 7299 1818
E-mail: mail@videotelmail.com
LIRL: www.videotel.co.uk
Bibliography (B)
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
B11
B12
B13
B14
B15
B16
B17
B18
B19
B20
ICSIOCIMFIIAPH, lnternational Safety Guide for oil Tankers and Terminals. 4th ed.
[London, Witherby and Co. Ltd. (32136 Aylesbury Street, London, ECIR OET, U.K),
19961 (ISBN 1-85609-081-7)
C. Baptist (Captain), Tanker Handbook for Deck Officers. 7th ed. [Glasgow, Brown, Son
& Ferguson Ltd. (4-10 Darnley Street, Glasgow, G41 2SD, U.K), 19911(ISBN 0-85174587-3)
lnternational Chamber of Shipping, Tanker Safety Guide (Chemicals), 2nd ed. (London,,
Witherby and Co. Ltd., 1991) (ISBN 0-948691-50-6)
M. Grey (editor), Chemical/Parcel Tankers, 3rd ed. (London, Fairplay Publications Ltd.,,
1984) (ISBN 0-905045-67-X) (Out of print)
B. Bengtsson, Sea Transport of Liquid Chemicals in Bulk, 3rd ed. (Ockero, B.Bengtsson
and A.B. Inmar, 1982) (ISBN 91-970090-0-8)
ICSIOCIMFIIAPHIIN'rERTANKOICEFICISIGTTO, Ship/Shore Safety Check List
Guidelines (London, lnternational Chamber of Shipping, 1998)
Internationdl Chamber of Shipping, Tanker Safety Guide (Liquefied Gas), 3rd ed.
(London, W itherby and Co. Ltd., 1996) (ISBN 0-906270-01-4)
SIGTTO, Liquefied Gas Handling Principles on Ships and in Terminals, 2nd ed.
(London, Witherby and Co. Ltd., 1996) (ISBN 0-900886-93-5)
Gas Measurements on Combination Carriers and Crude Oil Tankers, (NSOS,
Grenseveien 99, N-0601, Oslo 6, Norway)
lnternational Chamber of ShippinglOil Companies lnternational Marine Forum, Ship to
Ship Transfer Guide (Petroleum), 3rd ed. (London, Witherby & Co. Ltd., 1997) (ISBN 185609-097-3)
lnternational Chamber of ShippinglOil Companies lnternational Marine Forum, Clean
Seas Guide for Oil Tankers, 4th ed. (London, Witherby & Co. Ltd., 1994) (ISBN 1-85609058-2)
U.S. Coast Guard, CHRIS, Manual 11, Hazardous Chemical Data, (Washington, D.C.,
Government Printing Office, 1988)
N. I. Sax, and R. J. Lewis, Sr., HawleyJsCondensed Chemical Dictionary, 13th ed. (New
York, Van Nostrand Reinhold, 1977) (ISBN 0-442-011318)
Tank Cleaning Guide, 6th ed. (Rotterdam, B.V. Chemical Laboratory "Dr. A. Verwey",
1998)
Bureau VERITAS, Gas and Chemical Ship Safety Handbook, 2nd ed. (London, Lloyds of
London Press Ltd., 1997) (ISBN 1-85044-089-1)
Drager-Tube Handbook. IIth ed. (Drager Sicherheitstechnik GmbH, Revalstrasse 1,
D-23560 Liibeck, Germany, 1998) (ISBN 3-926762-06-3)
R. Ffooks (editor), Gas Carriers, Ist ed. (London, Fairplay Publications Ltd., 1984) (ISBN
0-905045-52-1) (Out of print)
T. W. V. Woolcott, Liquefied Petroleum Gas Tankerpractice, 2nd ed. (Glasgow, Brown,,
Son and Fergusor~Ltd., 1987) (ISBN 0-85174-295-5)
R.G. Wooler, Marine Transportation o'f LNG and Related Products, (Cambridge, MD,
Cornell Maritime Press Inc., 1975) (ISBN 0-87033-193-0)
INTERTANKO, Measures to Prevent Accidental Pollution, 1990
PART A: COURSE FRAMEWORK
Secondhand copies of out-of-print books may be available from the Warsash Nautical
Bookshop, 6 Dibles Road, Warsash, Southampton, SO31 9HZ, U.K. Tel: +44 1489 572384,
Fax: +44 1489 885756, E-mail: orders@nauticalbooks.co.uk; URL: www.nauticalbooks.co.uk
IMO references (R)

R1
R2
R3
R4
R4.1
R4.2
R4.3
R5
R6
R7
R8
R9
R10
R11
R12
R13
R14
lnternational Convention for the Safety of Life at Sea, 1974 (SOLAS 1974)
Consolidated Edition 1997, (IMO-I IOE)
lnternational Convention on Standards of Training, Certification and Watchkeeping
for Seafarers, 197811995 (IMO-938E)
Standard Marine Navigational Vocabulary (IMO-985E)
lnternational Convention for the Prevention of Pollution from Ships, 197311978
(MARPOL 73/78) Consolidated Edition 1997 (IMO-520E)
Annex I of MARPOL 73/78: Regulations for the Prevention of Pollution by Oil
Annex II of MARPOL 73/78: Regulations for the Control of Pollution by Noxious
Liquid Substances in Bulk
Annex VI of MARPOL 73/78: Regulations for the Prevention of Air Pollution from
Ships
Inert Gas Systems (IMO-860E)
Crude Oil Washing systems (IMO-617E)
Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (IMO-251E)
Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk (BCH Code), as amended (IMO-772E)
lnternational Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code), as amended (IMO-100E)
Emergency Procedure for Ships Carrying Dangerous Goods (IMO-254E)
Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk,
as amended (IMO-782E)
lnternational Code for the Construction and Equipment of Ships Canying Liquefied
Gases in Bulk, as amended (IGC Code) (IMO-104E)
Guidelines for the Development of Shipboard Oil Pollution Emergency Plans
(SOPEP) (IMO-586E)
lnternational Safety Management Code (ISM Code) (IMO-117E)
Details of .distributors of IMO publica.tions that maintain a permanent stock of all IMO
publications may be found on the IMO web site at http://www.imo.org
Textbooks (T)
TI
T2
T3
lnternational Chamber of Shipping, Safety in Oil Tankers. (International Chamber of

Shipping, Carthusian Court, 12 Carthusian Street, London, ECIM 6EZ, U.K.)
lnternational Chamber of Shipping, Safety in Chemical Tankers. (International
Charnber of Shipping, Carthusian Court, 12 Carthusian Street, London, EC1M 6EZ,
U.K.)
lnternational Chamber of Shipping, Safety in Liquefied Gas Tankers. (International
Chamber of Shipping, Carthusian Court, 12 Carthusian Street, London, EC1M 6EZ,
U.K.)
Part 6: Course Outline and Timetable

Minimum requirements for the training of officers and ratings on tankers (STCW
chapter V , reg~~~lation
VIA, paragraph 1)
Course Outline
Knowledge, understanding and proficiency
Approximate Time
(hours)
Lectures, demonstrations
and practical work
Introduction (STCW Code, section A-Vl1 , paragraph 2)
1
1.1
1.2
1.3
1.4
1.5
The course
Development of tankers
Types of cargoes
Tanker terminology
Rules and regulations
0.5
Characteristics of Cargoes (STCW Code, section A-Vll, paragraph 2)

2.1 Basic physics
2.2 Basic chemistry, chemical elements and groups
2.3 Physical properties of oil, chemicals and gases carried in bulk
Toxicity and Other Hazards (STCW Code, section A-Vl1, paragraphs
3.1
3.2
3.3
3.4
3.5
3.6
21314)
~ e n e i aconcepts
l
and effects of toxicity
Fire hazards
Health hazards
Hazards to the environment
Reactivity hazards
Corrosion hazards
Hazard Control (STCW Code, section A-Vll, paragraph 5)
4.1 Cargo Safety Data Sheets

4.2 Methods of controlling hazards on tankers
1.O
4.0
5.0
Safety Equipment and Protection of Personnel (STCW Code, section
5.1
5.2
5.3
5.4
5.5
5.6
A-VI1 , paragraph 6)
Safety measuring instruments
Specialized fire-extinguishing appliances
Breathing apparatus, tank evacuating, rescue and escape equipment
Protective clothing and equipment
Resuscitators
Safety Precautions and Measures
Pollution Prevention (STCW Code, section A-VI1 paragraph 7)
6.1
6.2
6.3
6.4
6.5
Causes of marine (air and water) pollution

Prevention of marine pollution
Measures to be take" in the event of spillage
SOPEP
Shiplshore liaison
Emergency Operations (STCW Code, section B-Vl1 paragraph 13)
7.1
7.2
7.3
7.4
7.5
Emergency measures
Organizational structure
Alarms
Emergency procedures
First-aid treatment
1.O
1.O
1.O
0.5
0.5
1.O
2.0
5.0
...............................................................................
40.0
PART B: COURSE OUTLINE AND TIMETABLE
1 Course Outline (continued)
Approximate Time
(Hours)
Lectures, demonstrations
and practical work
8
8.1
8.2
8.3
Cargo Equipment (STCW Code, section B-VIA paragraph 14)'

General cargo-handling equipment on board oil tankers
General cargo-handling equipment on board chemical tankers
General cargo-handling equipment on board liquefied gas tankers
6.0
6.0
6.0
18.0
9 Cargo Operations (STCW Code, section B-VI1 paragraphs 14115)*

9.1 General awareness of safe cargo operational procedures on tankers
12.0
12.0
TOTAL
70
Note: It is suggested that relevant shipboard experience can serve as an efficient teaching tool. Should shipboard
service be available, then the classllecture hours should be adapted to incorporate such in-service training: Areas
that are preferable for such training are indicated with an asterisk, *.
Course Timetable
An exarr~pleof the course timetable for the tanker familiarization course is given in the next two
pages. Periods coveiing chapter 8 and chapter 9 are taken preferably on board and are
optional in the course conducted ashore.
Period I(1% hours)
Day
IIntroduction
The course
1.'I
1.2 Development of tankers
1.3 Types of cargoes
Lunch
Break
Period 2 (1% hours)
2.2 Basic chemistry,

chemical elements and groups
2.2 Basic Chemistry, chemical

elements and groups (contd.)
2.3 Physical properties of oil,
chemicals and gases carried in
bulk
3.2 Fire hazards

3.3 Health hazards
3.3 Health hazards (contd.)

3.4 Hazards to the environment
Period 4 (1% hours)
1.5 Rules and regulations

2 Characteristics of cargoes
2.1 Basic physics
1.3 Types of cargoes (contd.)

1.4 Tanker terminology
I
Day
Peri~3
d (1% hours)
2.1 Basic physics (contd.)

I
2.3 Physical properties of oil,

chemicals and gases carried in
bulk (contd.)
3 Toxicity and other hazards
3.5 Reactive hazard

3.6 Corrosion hazard
4 Hazard control
4.1 Cargo Safety Data Sheet
5 safety equipment and

protection o f personnel
5.1 Safety measuring
instruments
3.1 General concepts and

effects of toxicity (cOntd.)
4.1 Cargo Safety Data Sheet

(contd.)
4.2 Methods of controlling
hazards on a tanker
5.1 Safety measuring

instruments (contd.)
5.2 Specialized
fire-extinguishing appliances
Day

hazards on a tanker (contd.)

hazards on a tanker (contd.)
Day 5
5.3 Breathing apparatus, tank

evacuating, rescue and escape
equipment
5.3 Breathing apparatus, tank

evacuating, rescue and escape
equipment (contd.)
5.4 Protective clothing and
equipment
5.5 Resuscitators
5.6 Safety Precautions and
measures
5.6
Precautions and
measures (contd.)
6 Pollution prevention
6.1 Cause of marine (air and
water) pollution
Day
6.2 Prevention of marine

pollution
6.3 Measures to be taken in the
event of spillage
6.3 Measures to be taken in the

event of spillage (contd.)
6.4 SOPEP
6.5 Shiplshore liaison
6.5 Shiplshore liaison (contd.)

7 Emergency operations
7.1 Emergency measures
Day 7
7.2 Organizational structure

7.3 Alarms
7.4 Emergency procedures

(contd.)
7.5 First-aid treatment
7.5 First Aid treatment (contd.)

Assessment
or
8 Cargo equipment
Assessment (contd.)
or
8.1 General cargo-handling
equipment on board oil tankers
..
Period 1 (1% hours)
Day

Period 2 (1% hours)
Lunch
Break

(contd,)
,
Period 3 (1% hours)
Period 4 (1% hours)

On
tankers
(contd.)
equipment on board chemical
tankers

tanke~s(contd.)
Day 9

tankers (contd.)

tankers (contd.)

tankers (contd.)

equipment on board liquefied
gas tankers
Day 10

gas tankers (contd.)


equipment On board liquefied
9 Cargo operations
9.1 General awareness of safe

cargo operational procedures on
tankers (contd.)
Day 11

tankers (contd.)

tankers (contd.)

tankers (contd.)

tankers (contd.)
Day 12

tankers (contd.)

tankers (contd.)

tankers (contd.)
10 Assessment
zm$
0
Assessment (contd.)
2
A
V)
m
0
C
2Z
Teaching staff should note that this timetable is a suggestion only as regards sequence and length of time allocated to each objective. These factors may be adapted by
lecturers to suit individual groups of trainees depending on their experience, ability, equipment and staff available for training.
"D
-I
EI2
Part C: Detailed Teaching Syllabus

Introduction
The detailed teaching syllabus is presented as a series of learning objectives. The objective,
therefore, describes what the trainee must do to demonstrate that the specified knowledge or
skill has been transferred and competence achieved.
Thus each training objective is supported by a number of related performance elements in

which the trainee is expected- to be proficient. The teaching syllabus shows the required
performance required of the trainee in the tables that follow.
In order to assist the instructor, references are shown to indicate IMO references and
publications, textbooks and teaching aids that instructors may wish to use in preparing and
presenting their lessons.
The material listed in the course frameworkhas been used to structure the detailed teaching
syllabus; in particular,
Teaching aids (indicated by A)
Bibliography (indicated by B)
IMO reference (indicated by R) and
Textbooks (indicated by T)
will provide valuable information to instructors. The abbreviations used are:
App.:
Appendix
Art.:
Article
para.:
paragraph
~eg.:
Regulation
Sect.:
Section
The following are examples of the use of references:

" A l n refers to the Instructor Manual in Part D of this model course
"R4" refers to MARPOL 73/78, Consolidated Edition 1997
"TI" refers to (ICS) Safety in Oil Tankers
Note
Throughout the course, safe working practices are to be clearly defined and emphasized with
reference to current international requirements and regulations.
It is expected that the national institution implementing the course will introduce references to
national requirements and regulations as necessary.
Aims
The aim of this model course is to ensure that on completion of training the candidate will meet
the minimum standard of competence to undertake duties on tankers in accordance with
Regulation VI1 paragraph 1.2 of STCW 1995. At the time of revising the STCW Convention
the competences required by officers and ratings in connection with cargowork on tankers
were not drafted in the form of Tables as were those for watchkeepers, for example, see Table
14
PART C: DETAILED TEACHING SYLLABUS
A-1111. The experience and training requirements for tanker masters and officers were
amended in 1994 and canie into effect on 1 January 1996. With limited time and resources
available for drafting revisions to the Convention, it was decided to leave this section
essentially unchanged. The relevant theoretical and practical familiarization knowledge
required for tanker operations is specified in Section A-VI1 paragraphs 2-7.
The following section illustrates how this training and practical knowledge, and the elements in
this model c6urse, fit with the format of STCW standards of competence, grouped under
defined functions for a given level of responsibility.
In this respect the training is based on the following functions, at the operational level:
1
Cargo handling and stowage (STCW Code Table A-Ill1 , A-1113)
Controlling the operation of the ship and care for persons on board (Table AIll1, A-lIl3, A-lllll)
Marine engineering - pumping systems and associated control systems (Table

A-lllll).
Competence
The competences required by candidates may be expressed in terms of the Convention as
follows. Note: the text in italics is added in the context of tanker operations.
1.I Monitor the loading and ur~loadingof tanker cargoes, and their care during the
voyage
2.1
Ensure compliance with pollution-prevention requirements
2.2
Monitor compliance with legislative requirements
3.1
Operate tanker cargo purr~pingsystems and associated control systems
Training outcome (as stated in Tables A-llll, A-1113, A-Illll)

The standard of knowledge, understanding and proficiency associated with the above
competences is therefore considered to be as tabulated below. Note again that the text in
italics is added in the context of tanker operations.
.I Demonstrate a knowledge of safe handling of tanker cargoes including
1.I
dangerous, hazardous and harmful cargoes and their effect on the safety of life
and of the ship
2.1 .IDemonstrate a knowledge of the precautions to be taken on board tankers to
prevent pollution of the niarine environment
and use of all associated equipment on
2.1.2 Comply with anti-pollution proced~.~res
tankers
2.2.1 Demonstrate a basic working knowledge of relevant IMO conventions
applicable to tankers concerning safety at sea and protection of the
environment.
3.1 .IDemonstrate a knowledge of the safe operation of the tanker cargo pumping
. systems in accordance with established rules and procedures.
The individual syllabus areas with training outcomes or objectives covered in Part C of this
course may be listed as follows. This text aims to show how the basic competences for
monitoring the various operations involved on tankers are addressed in this model course.
The numbering of the sub-heading, for example 2,1 Basic physics, follows the numbering
employed in Part C of this model course.
.?
1.I
Demonstrate a knowledge of safe handling of tanker cargoes including dangerous,

hazardous and harmful cargoes and their effect on the safety of life and of the ship
2.1 Basic physics
3.1 General concepts and effects of toxicity
3.2 Fire hazards
3.3 Health hazards
3.5 Reactivity hazards
3.6 Corrosion hazards
4 Hazardcontrol
5 Safety equipment and protection of personnel
5.1 Safety measuring instruments
5.2 Specialized fire-extinguishing appliances
5.3 Breathing apparatus, tank evacuating, rescue and escape equipment
5.4 Protective clothing and equipment
5.5 Resuscitators
5.6 Safety precautions and measures
2.1 .I Demonstrate a knowledge of the precautions to be taken on board tankers to

prevent pollution of the marine environment
2.1.2 Comply with anti-pollution procedures and use of all associated equipment on
tankers
6.1 Causes of marine (air and water) pollution
6.2 Prevention of marine pollution
6.3 Measures to be taken in the event of spillage
6.4 SOPEP
Demonstrate a basic working knowledge of relevant IMO conventions applicable to

tankers concerning safety at sea and protection of the environment
I Introduction
1.1 The course
1.4 Tanker terminology
1.5 Rules and regulations

7.3 Alarms
3.1.I Demonstrate a knowledge of the safe operation of the tanker cargo pumping
systems in accordance with established rules and procedures
4 Hazard control
8 Cargo equipment
8.1 General cargo-handling equipment on board oil tankers
8.2 General cargo-handling equipment on board chemical tankers
8.3 General cargo-handling equipment on board liquefied gas tankers
9 Cargo operations
IMO
reference

1 Introduction
Required performance:
1.1 The course
II
R2 - Reg. V l l
Textbooks,
Bibliography
Teaching
aid
A1 - para. 1
.I states the background for and the purpose of the course as:
- the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, as amended
in 1995 (STCW 1995), which contains mandatory minimum
requirements for training and qualifications of masters,
officers and ratings of tankers
- this training is divided into two parts:
level 1: atanker familiarization course, or under an
approved seagoing service, for officers and ratings
assigned specific duties and responsibilities related to
cargo or cargo equipment on tankers;
level 2: a specialized training programme for masters,
chief engineer officers, chief mates, second engineer
officers and any person with immediate responsibilityfor
loading, discharging and care in transit or handling of
cargo on oil tanker, chemical tanker or gas tanker on
which they serve
- this course covers the requirements for level 1 training
required by STCW 1995, Reg. Vll(1.2)
.2 states that personnel on tankers should at least have attended
an approved shore-based fire-fighting course and the training
required by Reg. VIII of STCW 1995
.I lists important stages in the development of oil, chemical and
liquefied gas tankers as outlined on pages 130-1 32 pjs7]0f
Appendix 2
Oil cargo
R4 -Annex I
.I states that "oil" means petroleum in any form, including crude
Reg. I
oil, fuel oil, sludge, oil refuse and refined products (other than
petrochemicals)
.2 states that the list of oils includes the substances shown on
page 143 [bjs2]of Appendix 2
.3 states that crude petroleum as discharged at the well head is a
mixture of a large number of different hydrocarbon molecules
.4 states that "hydrocarbons" is the common name for substance:
composed of only the elements hydrogen and carbon
.5 states that the composition of petroleum depends on its source
.6 states that the petroleum remaining after the removal of
products such as methane is termed 'crude oil"
.7 describes general arrangement of tankers which carry bulk
cargoes of:
- crudeoil
- petroleum products
- bitumen
- oreloil
- orelbulkloil
A2 - App. 2
Fig. 1.1 to
1.13
I
A2 - App. 2
Fig. 1.I4
II
IMO
reference
Chemical cargo
.8
.9
states that:
a chemical tanker is primarily designed for the carriage of
dangerous chemicals in bulk
these chemicals are listed in the IMO Bulk Chemical Codes
- in addition to the cargoes listed in the Codes, chemical
tankers may carry a wide variety of other liquid products
which would normally be considered to be unrelated to
chemicals, such as:
fruit juice
water
molasses
animal and vegetable oils
clean petroleum products and lubricating oils
explains that a chemical tanker may carry dangerous

chemicals and all product tanker cargoes, but that a product
tanker is limited to carry products and chemicals which are not
identified in the Codes as dangerous
.I
0 states that cargoes in chemical tankers may be divided into
four groups as follows:
- petrochemicals
- alcohols and carbohydrates
- vegetable and animal oils and fats
- inorganic chemicals
.I
1 explains that petrochemicals are organic products derived
wholly or partly from crude oil, natural gas or coal
. I 2 lists examples of petrochemicals as:
- solvents
- aromatics
- intermediates or refined products
.I3 explains that the group of alcohols and carbohydrates includes
products which may be produced by fermentation, such as:
- liquor
- wine
- molasses
.14 explains that vegetable and animal oils and fats are products
derived from seeds of plants and from the fat of animals,
including fish
.I
5 lists examples of vegetable and animal oils and fats as:
- soya bean oil
- cottonseed oil
- lard and lard oil
- beef and mutton tallow
- whale oil
- sardine oil
- cod oil
.I6 explains that inorganic chemicals are products which are not of
organic origin
.I7 lists examples of inorganic chemicals as:
- sulphuric acid
- phosphoric acid
- nitric acid
- caustic soda
. I 8 states that most cargoes in chemical tankers belong to the
group 'petrochemicals"
. I 9 states that chemical tankers may also carry petroleum products
such as those normally carried in oil tankers
.20 states that chemical tankers may be engaged in 'dedicated" or
"parcel" trades
.21 explains that dedicated service usually means that the tanker is
dedicated for a certain type of chemical, transporting the same
type of cargo on each voyage
'
TANKER FAMlLlARlZArlON
Knowledae. understanding and ~roficiencv
IMO
reference
Textbooks,
Bibliography
Teaching
aid
.22 explains that a chemical tanker engaged in parcel service

moves a variety of relatively small lots of chemicals between a
number of ports
68
Liquefied gas cargo

.23 states that, generally speaking, a liquefied gas is the liquid
form of a substance which at ambient temperature and
atmospheric pressure would be a gas
.24 states that cargoes transported by gas tankers are listed in
IMO's Gas Carrier Codes
.25 explains that these cargoes can be divided into the following
four groups:
- liquefied natural gas, LNG
- liquefied petroleum gas, LPG
- liquefied ethylene gas, LEG
- chemical gases and certain other substances
.26 states that LNG is liquefied natural gas from which impurities
are removed
.27 states that the principal constituent of LNG is methane
R11 - Ch. XIX

R12 - Ch. 19
A2- App. 2
Fig. 1.16
.28 states that 'liquefied petroleum gas" - LPG - is a common

name for petroleum gases, mainly propane and butane
.29 states that LPG is produced from two sources:

- from crude oil processing in refineries, or as a by-product of
chemical plants
- from natural gas streams or from crude oil at or close to
production points (wellslplatforrns)
.30 states that liquefied ethylene gas -LEG - is produced by
'cracking" of LPG
.31 states that chemical gases are a group of liquefied gases
produced through a chemical process
.32 lists chlorine, ammonia and vinyl chloride monomer (VCM) as
examples of chemical gases
.33 states that certain othersubstances in the 'borderland"

between liquefied gas and chemicals are carried on gas
tankers
.34 lists acetaldehyde and propylene oxide as examples of such
cargoes
.35 lists the two methods by which gas can be liquefied as:
- liquefaction by removal of heat
- liquefaction by pressurizing
.36 states that liquefaction of gas cargoes on ships - other than
fully pressurized ships - is done by removal of heat
.37 states that the heat to be removed from the cargo is called
'latent heat of condensation"
1 Required performance:
( 1.4 Tanker terminology

.I explains commonly used terms and abbreviations on board
tankers and in tanker terminals as listed in Appendix 1
I Required performance:
1 1.5 Rules and regulations

.I lists the most important of the rules governing tankers as:
- international rules and regulations
- national rules and regulations
- classification society rules
.2 states that transport of oil, liquid chemicals and liquefied gas by
sea in bulk is internationally regulated - as regards safety and
pollution aspects -through conventions adopted by the
International Maritime Organization (IMO)
I1

.3
explains that the convention requirements are supplemented

by recommendations, specifications and codes adopted by
IMO
.4
states that the IMO conventions covering the carriage of oil,

chemicals and liquefied gas in bulk are:
- the International Convention for the Safety of Life at Sea
(SOLAS), 1974, as amended
- the International Convention for the Prevention of Pollution
from Ships, 1973, as modified by the 1978 Protocol
(MARPOL 73/78), as amended
- the lnternational Convention for Standards of Training,
Certification and Watchkeeping, as amended
.5 states that all tankers of 500 gross tons and upwards must
comply with the lnternational Management Code for Safe
Operation of Ships and for Pollution Prevention (ISM Code)
.6 states that the most important codes and standards covering
the transport of chemicals are:
- the Bulk Chemical Codes (BCH and IBC Codes)
- Standards for Procedures and Arrangements (P & A
Standards)
.7 states that the codes and standards covering design,
construction and other safety measures for ships carrying
liquefied gases in bulk are set out in the IMO's Gas Carrier
Codes
.8
lists examples of national rules
.9
lists examples of classification society rules
L
reference
R1
R4
R2
12.1 Basic physics
I
1
.I defines the following in simple terms:

- states of aggregation
- melting point and boiling point
- liquid density
- vapour density
- vapour pressure
- partial pressure
- viscosity
- pour-point
- diffusion
.2 describes briefly the structure of atoms and molecules
.3 states that a negatively charged body has an excess of
electrons
.4 states that a positively charged body has a shortage of
electrons
.5 states that similarly charged bodies repel each other and
oppositely charged bodies attract each other
.6 describes induction and how the induction of an electrode may
cause it to become charged
.7 describes how a charged electrode may be discharged
.8 states that a discharge releases energy which may cause a
spark
R14
I
I
Ii
1
IMO
reference

(2.2 Basic chemistry, chemical elements and
.I
explains in simple terms:

chemical symbols and structures
'atomic number" and 'atomic weight"
the Periodic System and Periodic Table
a hydrocarbon molecule
chemical elements of acids and bases
chemical reactions
.2 gives examples of chemical reactions
.3 states the use of the Codes in relation to reactivity of cargoes
.4 explains the meaning of the chemical data for a common cargo
(as given in the ICS or other Cargo Data Sheets)
The hydrocarbon structure

.5 states that:
crude petroleum as discharged at the well head is a mixture

of a large number of different hydrocarbon molecules
the molecules are termed 'light" or 'heavy" according to the
number of carbon atoms forming the molecule
- very light molecules such as methane, butane and propane
tend to be gaseous under normal atmospheric conditions
- very heavy molecules such as asphalt and bitumen tend to
be solid under normal atmospheric conditions
- intermediate molecules such as petrol (motor spirit) and
diesel oil tend to be liquid under normal atmospheric
conditions
- very light gaseous molecules such as methane are
extracted at the well head
- the petroleum remaining after the removal of products such
as methane is termed 'crude oil"
- crude oil is a mixture of hydrocarbons which under normal
atmospheric conditions are gaseous, liquid and solid
- in an oil refining process, termed 'distillation", crude oil is
split into a number of fractions
- each petroleum fraction has a range of physical properties
specific to itself
2.3 Physical properties of oil, chemicals and
gases carried in bulk
defines the following in simple terms and explains their
practical significance in the tanker trade:
- flashpoint
- volatility
- saturated vapour pressure
- vapour pressureltemperaturerelationship
- influence of pressure on melting and boiling point
- flammability
- upper flammablelexplosive limit
- lower flammablelexplosive limit
- auto-ignition temperature
- spontaneous combustion
- reactivity
- toxicity
- corrosivity
.2 states that there is need for taking cargo samples and for the
chemical and physical analysis of cargoes

7
IMO
reference
Teaching
aid
Textbooks,
Bibliography
Practical demonstration
.3
outlines the properties of oil, chemicals and gases carried in

bulk, including:
- the determination of cargo temperature
- the determination of cargo density
- determination of colour of cargoes and use of a colour
scale
- determination of flashpoint
- test for contamination by hydrocarbons
- test for contamination by chloride
- test for contamination by water

Toxicity of cargoes in general

states that most of the cargoes on tankers have some
hazardous properties
.2 states that poisoning may occur orally, through inhalation or by
skin contact
.3 state that poisoning may be acute or chronic
.4 states that exposure to oil, chemical or gas can have acute or
chronic effects on a person's health
.1
.5
defines 'acute" effect as effect of single exposure of short

duration to relatively high concentration of vapour
.6
85
1K-ck?1I
1
II
I
I
I
II
I
defines "chronic" effect as accumulative effect of prolonged

exposures to relatively low concentrations of vapour over a
long duration of time
.7 states that the vapour from some cargoes may have both acute
and chronic effects, whilst others may have one or the other
more prominent
.8 states what are systemic poisons and irritants
.9 states that the toxicity of a substance is difficult to measure and
that it is therefore rated on the basis of studies performed on
animals and extrapolated for the human body
.10 defines the terms and explains their significance:
- threshold limit value (TLV)
- odour threshold
.llstates that cargoes also may be harmful to the environment
3.2 Fire hazards
.I lists the three essentials necessary for a fire to commence as:
- oxygen
- flammable material (fuel)
- source of ignition
.2 states that when flammable vapour is mixed with oxygen
(usually from the atmosphere) an explosive mixture may be
produced
.3 states that the ability of petroleum to generate flammable
vapour is a major factor for starting a fire
.4
.5
?2
describes the ability to vaporize as volatility
states that volatility increases with temperature and reaches a

maximum at the boiling temperature of the petroleum
.6 states that the concentration of hydrocarbon vapour present in
air is used to define 'flammable range"
.7 states that the working flammable range of a mixture of
petroleum vapour and air can be taken to be from 1% to 10%
by volume
)81,83,T2
I
II
I
II
I
II
1
II
I
II II
i i
1
I1 yi.
83. 87,
1 ~ 1
A2 - App. 2
Fig. 3.1
1 - 1
II
I
A1 - para.
I I
1I
I
I
I
23

.8
describes the flammability diagram
states that the flashpoint of an oil indicates the lowest

temperature at which the oil will give off sufficient hydrocarbon
vapour to form a flammable gas mixture with air near the
surface of the oil
. I 0 states that only the vapour from a flammable material will
combine with oxygen to produce fire
.I
1 states that an explosive mixture may be produced when
chemical cargo vapours are mixed with air
-12 states that corrosive liquids can become flammable and
produce flammable gases when in contact with certain
materials
. I 3 states that a mixture of vapour and air will only ignite and burn
if its composition is within the 'flammable range"
. I 4 states that within the flammablelexplosive range, if a heat
source is introduced, then it will result in a fire
. I 5 lists the sources of ignition as:
- direct heat
- mechanical sparks
- chemical energy
- electrical energy
- electrostatic discharge
. I 6 states that static electricity can arise when two dissimilar
materials (solids liquids or gases) come in contact and charge
separation occurs at the interface
IMO
reference
.9
I
I
I
I
..
I1
I
I
1
1
1
II
.I
7 states that static electricity can cause sparks capable of
igniting flammable mixture
.I8 lists causes of electrostatic charge generation as:
- flow of liquids through pipes or filters
- settling of solids or immiscible liquids through a liquid
- ejection of particles or droplets from a nozzle
- splashing-or agitation of a liquid against a solid surface
- vigorous rubbing together and subsequent separation of
certain synthetic polymers
.I
9 states that some tanker operations can give rise to electrostatic
charge generation
.20 lists examples of such tanker operations
.21 states that certain cargoes are accumulators of static electricity
because of their low conductivity
.22 states that the three essentials necessary for a fire to
commence, stated in 3.2.1 above, may be represented by the
sides of a triangle, and the complete triangle represents a fire
or an explosion
.23 states that the way to prevent a fire is to prevent the formation
of such a triangle
.24 states that the removal of any one side of the fire triangle will
extinguish the fire
.25 states that removal of the flammable material is usually not
possible with petroleum in bulk
.26 states that it is essential to keep ignition sources away from
cargo areas, where flammable vapours are likely to be present
.27 states that it is essential to avoid the entry of flammable
vapours into areas where ignition sources are present, such as
living accommodation, engine-room, galley, etc.
.28 states that the use of inert gas in cargo tanks can reduce the
oxygen content below that necessary to produce a flammable
mixture
.29 states that starving a gas fire by stopping the source of gas
leak may be the most effective way to control a gas fire
Ii
I
1
1
1
I
I

-
IMO
reference

.30 states that covering the surface of a flammable material with a
blanket of inert material will prevent oxygen from making
contact with the vapours from the flammable material
.31 states that water in sufficient quantity can provide cooling
.32 states that, compared with oil and other hydrocarbons, some
liquid chemicals have unusual properties with regard to firefighting procedures
.33 lists cargo properties referred to under objective 3.2.32
(3.3 Health hazards
1 ~ o x i effects
c
.I lists the hazards to health of:

- skin contact with liquid petroleum
- ingestion (swallowing) of liquid petroleum
- inhalation (breathing) of liquid petroleum
- inhalation of petroleum vapour
compounds of lead contained in the cargo
I
I
.2 describes the toxk effect on personnel of skin contact with and
I
I
ingestion (swallowing) of petroleum liquid and inhalation

(breathing) of petroleum vapour
.3 states that skin contact with liquid petroleum causes irritation
and dermatitis because of the removal of essential natural skin
oils
.4 states that ingestion of liquid petroleum into the stomach
causes acute discomfort and nausea
.5 states that if the liquid is inhaled into the lungs there is a
serious risk of suffocation through interference with the normal
oxygenlcarbon dioxide transfer taking place during breathing
.6 states that the liquid ingested will tend to vaporize and the
vapour could be inhaled into the lungs
.7 states that inhalation of petroleum vapour will produce
narcosis, the main symptoms being headacheleye irritation and
dizziness, with very high concentrations leading to paralysis,
insensibility and very possibly death
.8 states that the vapours from some chemicals are toxic by
inhalation
.9 states that some chemicals or their vapours are toxic by
absorption through the skin
.I0 states that effects of exposure involving dangerous chemicals
are given in the ICS or other Cargo Data Sheets
.llstates that the action to be taken in an emergency is indicated
in the Data Sheets, in the form of "If this happens.....do this"
I
1
R7
.I2 states that when providing first aid, personnel should also be
aware of the list of "don'ts", including:
do not attend to victim unless it is safe to do so
do not attempt to do more than necessary
do not delay in summoning for help and informing the
master
- do not enter the enclosed spaces unless you are a trained
member of a rescue team acting uRon instruction
.I3 states that all personnel should be familiar with the health data
set out in the Data Sheets for the cargoes carried
.I4 states that cargo vapours in sufficient concentration will
exclude oxygen and, even if not toxic, may cause asphyxiation
Oxygen deficiency
.I5 states that the oxygen content of air is 21% by volume

.I6 states that the oxygen content in enclosed spaces may
become lower
IMO
reference

.17 describes the reasons of oxygen deficiency in an enclosed
space could be:
- an inert atmosphere
- displaced oxygen due to presence of cargo vapour
- combustion
- chemical reactions
- rusting
- drying paint
.18 states that in certain wind conditions vented gases may
descend down, making the atmosphere on open deck harmful
due to:
- presence of gases in harmful concentration
- oxygen deficiency
.19 states that if harmful conditions on deck exist, all non-essential
work on deck should cease and only essential personnel
should remain on deck, taking all appropriate precautions
~
asphyxia
.21 states that reliance should not be placed on symptoms for

indicating an oxygen-deficient atmosphere
.22 states that persons have varying susceptibility to oxygen
deficiency but that all will suffer if the oxygen content drops
below 16% by volume
.23 states that if oxygen is less than 21% an atmosphere may be

extremely dangerous unless it is known which gas has
replaced the oxygen
Toxicity of inert gas

.24 states that the main hazard associated with inert gas is its low
oxygen content, but that it may also contain toxic gases
.25 lists the main toxic constituents of inert gas
.I
defines "pollution" as inconvenience or damage, caused by

human activities, to humans, animals, plants and to our
environment as a whole, by spreading of hydrocarbons and
chemical compounds to air, water or land
.2
states that a major oil pollution can harm other industries like
fishery, tourism, etc.
.3
states that crude oil tankers, product tankers and chemical

tankers are chiefly responsible for marine pollution
.4
states that cargoes in tankers may be harmful to the

environment
.5 states that most chemicals carried represent a pollution risk
.6 explains hazards caused to the environment, covering the
.7
Teaching
aid
.20 describes the symptoms of the effect of oxygen deficiency as
I(
Textbooks,
Bibliography
effect on human and marine life from the release of oil,

chemicals or gases
explains the effect that the specific gravity and solubility of the
cargo have on the hazards to the environment in the event of a
spillage
.8
explains the effect of the cargo vapour pressure and

atmospheric conditions on the hazards to the environment
.9
explains the dangers arising from a vapour cloud drift as

potential fire and health hazards
I
I
I
I
.1
states that chemical cargo may react in a number of ways,

such as:
- with itself (self reaction)
- with air
- with water
- with another cargo
- with other materials
.2 gives examples of each of the above reactions
.3 states that reactivity data of chemicals are given in the ICS or
other Cargo Data Sheets
.4
and polymerization
states that the presence of impurities may act as catalysts on
the reactivity of cargoes and polymerization
.7 states that polymerization may, under some circumstances, be

dangerous
states that some cargoes may be corrosive to human tissue
and to a ship's equipment and structure
.2
states that instructions about the use of protective clothing

should be observed
materials are not introduced into the cargo system
states the effect of concentration and evolution of hydrogen on
corrosion
Hazards from liquefied gas
.1
.2
.3
.4
.5
.6
.7
states that liquefied gas cargoes are transported at or close to

their boiling point
states that the boiling temperatures of these cargoes range
from -1 62 "C for methane to 0 "C for butane
states that low temperatures can cause cold burns, which may
damage skin and tissue when in direct contact with cold liquid
or vapour
states that these low temperatures can cause brittle fracture if
cold cargo comes in sudden contact with metals
states that liquefied gas cargoes give off vapour readily
because they are boiling
states that cargo vapour can be flammable, toxic or both
states that cargo vapour in sufficient concentration will exclude

oxygen and may cause asphyxiation whether the vapour is
toxic or not
.8 states that an explosive mixture may be produced when most
cargo vapours are mixed with air
.9 states that the vapours from some liquefied gas cargoes are
toxic by inhalatron
.10 states that some toxic gases carried in gas tankers can be
absorbed into the body through the skin
.ll states that some gases are caustic and can damage human
tissue
.12 states that some cargoes in liquefied gas tankers are reactive
and may react in a number of ways
B3,B7
I
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I
I
I1
I
I
I
II
.3 states that care should be taken to ensure that unsuitable

.4
states that polymerization is the formation of larger molecules

as a result of self-reaction
.1
Teaching
aid
.5 states the effects of temperature on the reactivity of cargoes

.6
Textbooks,
Bibliography
IMO
reference
I
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II
1
1
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B3
B7B8
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27
TANKER FAMILIARIZA-1-ION
IMO
reference
Textbooks,
Bibliography
. I 3 states that necessary information for each cargo on board must

be available on cargo data sheets
. I 4 states that all personnel on board should use the cargo data
sheets to acquaint themselves with the characteristics of each
cargo to be loaded
) A1 - para. -4 I
14 Hazard control
1
Teaching
.I states that information about cargoes to be handled is essential R9 - Ch. 16.2

R12 - Ch.18.1
to the safety of the vessel and her crew
A2 - App. 2
.2
states that such information may be found on ICS or other

Cargo Data Sheets for each product, which also include all
necessary data for the safe handling and carriage of the cargo
Fig. 4.la,
4.lb & 4.lc
Fig. 4.2a &
4.2b
.3
states that cargo information for most tanker cargoes is kept on

board and available for all concerned
.4
states that the cargo will not be loaded unless sufficient

information necessary for its safe handling and transportation
is available
states that the responsible officer will see to it that the
necessary cargo information is posted on the notice board prior
to cargo operations
states that all personnel engaged in cargo operations should
familiarize themselves with the cargoes by studying the ICS or
other Cargo Data Sheets
.5
.6
.7 states that cargo information is fundamental in cargo planning

.8 lists reference books where cargo information may be found
1
( Required performance:

.1
.2
states that all cargoes can be handled safely by showing the

greatest care throughout operation and by following standing
instructions at all times
lists precautions taken to avoid health hazards, such as:
- strict control of entry into pump-rooms, cargo spaces and
other enclosed spaces

- proper procedures to be followed before entry into enclosed
spaces, including thorough ventilation of the spaces

use of adequate protective clothing
- thorough cleansing of personal clothing after contact with
cargo
- continuous monitoring of the atmosphere in working spaces
for petroleum vapour and toxic gases
R9-Ch. 12
.3 states that there are strict procedures for ventilation and gasR12 - Ch. 12
freeing to ensure that fire and health hazards are minimized
.4 states that the mechanical ventilation arrangements in the
pump-rooms have a capacity to ensure sufficient air movemenl
through the space
.5 states that the construction of the cargo-tank ventilation system
reduces the risk of cargo vapour in gas-safe areas, for example
vapour from cargo tank is led by ventilation line to the cargo
ventilation tower
.6
defines "gas-freeing" as the replacement of cargo vapours,

inert gas or any other gases with air
.7 describes ventilating to a too-lean atmosphere as gas-freeing
.8 states that, before personnel enter any tank, the atmosphere
must be checked for oxygen content, hydrocarbon content and,
afler carrying some cargoes, toxic gas content
A2 - App. 2
Fig. 8.19
Fig. 9.2
Fig. 9.3

- --

~
Teaching
IMO
reference
.9
states that a cargo tank is gas-free only when oxygen content

is 21% by volume and no vapours from cargo or toxic
constituents of inert gas can be measured in values above the
threshold limit value (TLV)
.10 explains that to avoid fire, reactivity and corrosion hazards,
certain precautions are taken such as:
- inerting
- provision of anti-static measures
- water padding
- nitrogen padding
- segregation of cargoes
- separation of piping system
- use of inhibitors to prevent polymerization
- use of drying agents
- compatibility of materials
- suitability of materials and tank coatings
.I
1 defines 'inert gas"
.12 states that inert gas is used in cargo tanks:

- to protect the cargo from polymerization, oxidation and
humidity
- to replace air and thereby prevent fire and explosion
R9 - Ch. 9
R12 - Ch. 9
.I3 states that inerting is done by replacing cargo vapours with an

inert gas until the concentration of cargo vapours is lower than
the LEL
A2 - App.
Fig. 8.34
. I 4 states that inert gas used on tankers is either nitrogen or inert

gas produced in the ship's inert-gas plant
.I
5 states that the correct inerting procedure is ensured by regular
checks of the tank atmosphere
.I6 states that atmosphere checks are done by measuring the
percentage of oxygen and cargo vapours through the sampling
tubes
.I
7 states that the atmosphere in an inerted tank or void space is
safe with regard to fire hazard but dangerous with regard to
health
. I 8 states that to avoid electrostatic hazard:
- an important countermeasure is to bond all metal objects
together
- bonding to earth is effectively accomplished by connecting
all metal objects to the ship's structure
- the ship's hull is naturally earthed through the seawater
. I 9 lists examples of objects which might be electrically insulated

in hazardous situations and which must therefore be bonded
.20 states that when a cargo tank is maintained in an inerted
condition anti-static precautions are not normally necessary
II
I
I(
.21 lists anti-static measures to be taken if the tank is in noninerted condition with regard to:
- safe flow rates
- procedures for ullaging, sampling and gauging
.22 lists anti-static measures to be taken when handling static
accumulator oil with regard to:
- initial flow rate
- anti-static additives
.23 defines 'padding" as the filling and maintaining of.the cargo
and associated piping system with,an inert gas, other gas or
vapour, or liquid, which separates the cargo from air
.24 states that cargoes which present a major fire hazard are kept
under a "padding" during the voyage
.25 states the purpose of segregating the cargoes
.26 states that to determine whether or not a cargo can be loaded
adjacent to another cargo, the cargo compatibility chart is used
II
Knowledge.- understanding
- and proficiency.27 states that segregation and separation of cargoes and spaces
are fundamentaltothe safety of the tanker, and that this is
achieved by means such as cofferdams, void spaces, etc.
.28 states that segregated ballast tanks are tanks designatedfor
ballast only
.29 states that segregated ballast tanks are equipped with a
pumping system that is independent of the cargo system, in
order to avoid contamination by cargoes
.30 explains, with the aid of a simple drawing, how cargo is routed
from the manifold to tanks on a chemical tanker with separate
lines for each tank
.31 explains, with the aid of a simple drawing, how cargo is routed
from tank to manifold on a chemical tanker with deepwell
pumps and separate lines from each tank
IMO
reference
R9 - Ch. 3 '.
Textbooks,
Bibliography
83, 84
Teaching
aid
.32 explains the functions of inhibitors and catalysts
.33 states that inhibitors added to a liquid cargo may not inhibit
reactions of the cargo vapour in the ullage space'
.34 states that the atmosphere in cargo tanks, and, in some cases,
the spaces surrounding cargo tanks, may require special
attention, and that 'cargo conditioning" also requires inerting,
padding and drying conditions to be maintained
.35 explains the purpose of drying agents
R9 - Ch. 9
.36 explains the monitoring techniques used for ensuring proper

conditions in inerting, padding and drying
R9 Ch. 6
R12 Ch. 17
.37 states that all materials used for construction of tanks and the
associated piping, valves and pumps must be resistant to the
cargoes carried, and dictated by the service temperature
A2 - App.
Fig. 8.26
.38 states that mild steel is the normal material for the construction
of a chemical tanker
.39 states that mild steel is resistant to most chemicals, but that its
propensity to rust makes it unsuitable for chemical cargoes
.40 states that rust makes tank cleaning more difficult and may
also contaminate the cargo
I
I
.41 states that, in order to avoid cargo contamination and to obtain

a smooth surface on tank structures, mild-steel cargo tanks on
chemical tankers are always coated internally with paint that is
resistant to groups of chemicals
.42 states that no coating today is suitable for all cargoes shipped
in chemical tankers, and that a "coating resistance list" must be
strictly followed when a cargo is to be loaded in a coated tank
.43 states that most chemical tankers have their cargo-tank section
divided into some coated tanks and some stainless-steel tanks
.44 states that stainless steel may be 'clad" or solid
.45 explains that clad steel consists of a mild steel plate with a
veneer of stainless steel of about 2 mm thickness
.46 states that stainless steel is resistant to almost all chemicals

.47 states that stainless steel is not 'stainless" or corrosionresistant unless it is handled properly
.48 states that the steel manufacturer's or the owner's instructions
for maintenance of stainless-steel tanks and piping must be
strictly followed by ship's personnel
5 Safety equipment and protection of

personnel
5.1 Safety measuring instruments
.I
states that safety measuring instruments may be personal,

portable, or fixed types
II
II
I1
1
A2 App. 2
Fig. 8.27
1
I
I
A1 - para. 5
R9 - Ch. 13.2

Textbooks,

.2
states that gas measurements are the only way to get correct
information about the composition of the atmosphere in a tank
.3
lists the different types of gas-measuring equipment common

on board tankers
.4
states that gas-measuring equipment for atmosphere

evaluation is available on board
demonstrates use of:

- portable oxygen meter
- portable explosion meter
- toxic gas meter (chemical absorption tubes)
.6 states that every gas tanker has a fixed gas-detection system
8 Ch. 18
88, T3
.5
states that the fixed gas detector gives an automatically

controlled protection against concentrations of flammable gas
that are too high, and that it is thereby fundamental to the
safety of the gas tanker
.7
15.2 Specialized fireextinguishing appliances

states that all seafarers are required to attend basic safety
training in compliance with the provisions of STCW 95
.1
R2 - Reg.
R9-Ch. 11
states that personnel on board tankers should be familiar with
R12 - Ch. 11
fire prevention and fire fighting, including:
- fire-fighting media normally used to fight and control fires,
such as:
water in the form of a jet, a spray, and a fog
foam
halon
carbon dioxide gas
steam
dry powder
sand
- the vital importance of applying the correct media to
particular types of fire, including the different classes of fire
- that water in the form of a wide-angle spray (diffuser
nozzle) can be used to shield personnel from radiant heat
- the three main methods of controlling a fire are:
removal of oxygen (smothering)
cooling (reduction of ignition source)
inhibition of the burning process
.3 states that on all gas tankers a water spray system for cooling, R12-Ch.11.
R1 - Ch. 11-2
fire prevention and crew protection must be installed to cover
Reg.19
certain deck areas, superstructures and accommodation
.4
explains the purpose of the International Shore Connection

(fire)
.5 states that special considerations should be given when
fighting fires for different cargo types
.6 explains fire-fighting procedures and appliances used for fires
involving electrical apparatus which:
- has not been isolated from the electrical,supply
- is isolated from the electrical supply .
.7 explains basic fire-fighting procedures and appliances used for
fires of liquids
.8 explains basic fire-fighting procedures and appliances used for
fires of liquefied gases
.9 states that the correct procedures and extinguishing media to
be used for fires involving dangerous cargoes are given in the
ICS or other Cargo Data Sheets
. I 0 demonstrates use of foam monitors
Teaching
aid
A2 - App.
Fig. 5.1
TANKER FAMILIARIZA-TION
5.3 Breathing apparatus, tank evacuating, rescue
and escape equipment
.2
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I
1I II
I
I
.3
.4
.5
.6
.7
.8
.9
states that a gas-free tank or space may not be considered to

remain gas-free unless regular measurements of the
atmosphere prove so
lists safety precautions when entering enclosed spaces
lists precautions for entering cargo pump-rooms during cargo,
ballast or tank-cleaning operations
- self-contained compressed-air breathing apparatus
- filter-type respiratory protection for emergency escape
- a complete set of safety equipment
- stretcher and tank evacuating equipment
.10 states that pump-rooms have permanent arrangements for

hoisting an injured person with a rescue line
.1
states that for entering gas-filled spaces there must be

complete sets of safety equipment on board
.3 states that all equipment for personnel protection must be kept
in clearly marked lockers
.4 states that all personnel should wear protective clothing when
involved in cargo operations
.5 states that on chemical and gas tankers, there must be
respiratory and eye protection equipment for every person on
board, for purposes of emergency escape
.6 demonstrates use of:
- protective clothing
.7 states that on chemical and gas tankers decontamination
showers and eyewash must be available in certain locations on
deck
states that stretchers and medical first-aid equipment must be
provided on board
5.5 Resuscitators
.1
.2
lists the circumstances under which a resuscitator should be

used
- resuscitator
B1,B2
R9 - Ch. 14 ( B 1 0 3
R12 - Ch. 14
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states that for the protection of personnel engaged in loading

and discharging operations, there must be suitable protective
clothing on board
.2
.8
Teaching
aid
I L I
83
R9 - Ch. 12
states that spaces not normally entered (e.g. double bottoms,
cofferdams and pipe tunnels) are capable of being ventilated to R12 - Ch. 12 -'
ensure a safe environment when entry into these spaces is
necessary
defines 'enclosed spaces" as tanks for cargo, bunkers, water,
slops or ballast, pump-rooms, cofferdams, double bottoms or
any similar enclosed compartment
explains why spaces defined in objective 5.3.2 may be
dangerous to enter
states that no person should enter a tank or an enclosed space
without permission from a responsible officer
states that only a tank or space declared gas-free can be
entered by personnel without breathing apparatus and
protective clothing
.1
32
Textbooks,
Bibliography
IMO
reference
B71B8
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1 1 1
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R9 - Ch. 14
R12 - Ch. 14
PART C: DETAILED 'TEACHING SYLLABUS
1 5.6
1 Tank atmosphere evaluation
Safety precautions and measures
.3 lists the information essential to evaluation of the tank
Teaching
aid
R9 - Ch. 16.4
R12 - Ch.18.4
.I
lists circumstances when the atmosphere in cargo tanks and

enclosed spaces must be tested as:
- prior to entry by personnel
- to establish that there is a gas-free condition prior to repair
work, entry to a shipyard or dry-docking
- during inerting, gas-freeing and purging operations
- as a quality control before ioadinglchanging cargo
.2 states that an evaluation is the only way to get correct
information about the composition of the tank atmosphere
Textbooks,
Bibliography
IMO
reference
atmosphere as:
- the nature of the constituent gases
- flammability
- toxicityloxygen deficiency
- reactivity
.4 states that the atmosphere in tanks or enclosed spaces must
be considered dangerous unless proper checks prove
otherwise
.5 explains the importance of taking measurements of the

atmosphere at several positions within a tank
.6 states that before entry in enclosed spaces:

- oxygen content must be 21% by volume
- hydrocarbon content must be less than 1%LFL
toxic gas concentration must be less than its TLV

.7 states that after tank washing, manual removal of residue may
be necessary
.8 states that residue removal generates more hydrocarbon gas
.9 explains that gas-freeing operations must therefore be

continuous
.10 states that adjacent bulkheads and pipelines may constitute

additional sources of hydrocarbon gas
. l l states that the inert gas supply to the tank should be shut off
.I2 states that a gas-free certificate is needed from a qualified
chemist before contractor's work can be carried out
.13 states that an additional hot work permit is required for hot
work
.I4 states that such certificate and permit must be reissued every
day that work is carried out, or such lesser period as the port
authority stipulates
Accommodation
.I5 states that the accommodation is located outside the cargo
area
.I6 states that superstructures for accommodation are designed to

minimize the possibility of entry of cargo vapour and that this
design feature should not be impaired in any way
.I7 states that no entrances, air inlets or openings to the
accommodation are facing the cargo area
.I8 states that accommodation portholes and windows facing the
cargo area, and those within a certain distance from the cargo
area, are of the non-opening type
.I9 states that all doors, portholes or windows in accommodation
should be kept closed during cargo operations
.20 states that mechanical ventilation and air-conditioning units
supply air to accommodation spaces
II
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R9 - Ch. 3.2
R12 - Ch. 3.
I
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A2 - App.
Fig. 5.2
TANKER FAMII-IARIZATION
IMO

,.21 states that all ventilation systems should be stopped or
operated on closed cycle if there is any possibility of cargo
vapour being drawn into accommodation spaces
.22 states that air intakes for accommodation and for the engineroom are subject to requirements with respect to minimum
distance from ventilation outlets of gas-dangerous spaces
.23 states that access to accommodation or to the engine-room is
subject to requirements with respect to the minimum distance
from the forward bulkhead of the accommodation
reference
.24 states that for the safety barrier concept to be successful it is

essential that the ship's staff follow the safe operational
practices
IPrecautions against fire
I
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I
.25 lists precautions against fire as:

- prohibiting smoking except in designated spaces
- absolute prohibition of smoking in calm weather
- prohibiting any form of naked light
- prohibiting non-safety matches and gas lighters
- prohibiting matches and lighters outside accommodation
- requiring the use of approved types of safety matches
under strictly controlled conditions
- requiring the use of only approved types of fixed electrical
equipment
- permitting only galley equipment of an approved design to
be used
- prohibiting the use of battery-powered personal equipment
- exercising close control over the condition and use of tools
and equipment
- requiring all electrical lighting, motors, portable lamps,
torches and other equipment to be of an approved type
- stopping all cargo operations if an electrical storm is
imminent or taking place
- maintaining overpressure in accommodation
- keeping accommodation doors and windows closed
- maintaining overpressure in gas-safe spaces inside cargo
areas
- keeping close control and ensuring safe conditions if Rot
work, hammering, chipping or sandblasting is to be carried
out
- keeping the bonding in hoses and line systems
mechanically and electrically sound
- avoiding spills of flammable liquid and releases of cargo
vapour
- that two sides of the triangle are normally removed on
board gas tankers for safe operation in tanks and on decks
- that oxygen and ignition sources must be eliminated in
cargo tanks where flammable material is present in the
form of cargo vapours
- that cargo vapours and ignition sources must be eliminated
on deck and in other gas-dangerous zones where oxygen is
present
I
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Knowledge, understanding and praficiency

.26 lists dangers from:
- accumulations of oily rags, waste and other flammable
material
- cathodic protection units becoming detsched and falling
into cargo spaces with the possibility of spark generation
- the use of aluminium paints on areas of rust, thereby
generating heat
- the generation of static electricity, and electrical discharge
thereby, from:
flow of petroleum (non-conductor) through metal
pipelines (conductor)
concentration of static at oil free-surface during
loading
water washing of cargo tanks
lowering sampling or ullaging equipment into a tank
water slugs from a high-capacity tank-washing
machine
surging of ballast water
.27 states that:
- an important countermeasureto prevent electrostatic
hazards is to bond all metal objects together
- on ships, bonding to earth is effectively accomplished by
connecting all metal objects to the ship's structure
- the ship's hull is naturally earthed through the seawater
Pollution prevention

states that marine pollution at sea can occur as a result of:
strandings and collisions
lightening operations
normal operations such as tank washing and line flushing
deballasting
thermal expansion of oil in tanks and piping
.2 states that marine pollution in port can occur as a result of:
- leaking hoses and loading arms
- overflow from tanks
- equipment failure
- procedural failures, e.g. improperly set sea valves
.1
16.2 Prevention of marine pollution
.1
states that IMO achieves this by adopting the lnternational

Convention for the Prevention of Pollution from Ships,
commonly known as "MARPOL"
.3 states that Annex Iof the MARPOL Convention contains
regulations for control of pollution by oil
.4 states that Annex II of the MARPOL Convention contains
regulations for control of pollution by noxious liquid cargoes
carried in bulk or tank washings from such cargoes
.5 states that, to prevent hazards to the environment, the
following should be observed:
.2
states that the International Maritime Organization is the

international body responsible for controlling marine pollution
IMO
reference
Textbooks,
Bibliography
Teaching
aid
BI,B2, T I
Oil tankers
.6 states that for oil tankers at sea:
there are requirements for the discharge of oil into the sea
which must be observed
- in order to comply with these requirements, LOT
procedures must be observed during deballasting,
decanting and tank cleaning operations
- most crude carriers must:
crude oil wash their cargo tanks to minimize oily
wastes;
have segregated ballast tanks; or
have dedicated clean ballast tanks
.7 states that for oil tankers in port:

- ship movements alongside must be restricted by adjusting
moorings
all pipelines, joints and valves must be kept under
observation whilst handling cargo
- catchment trays must be fitted or placed at vulnerable
points (hose connections, for example)
- strict control must be exercised whilst loading to prevent
tanks overflowing
- all scuppers must be closed to prevent a discharge of oil
from the deck overboard
- all valves and blanks must be checked prior to cargo
operations
- valves not used should be secured if possible
- sea valves not in use should be closed by double valves or
blanked off
- if oil is spilt, cargo operations must be stopped and
warnings given to all involved
Chemical tankers
.8 states that for chemical tankers at sea and in port:
for the purpose of discharging slops containing cargo

residues into the sea, Annex IIdivides noxious cargoes on
chemical tankers into four categories
- these categories are A, B, C and D, and a cargo of category
A represents the most dangerous pollutant and a cargo of
category D the least dangerous
- all operations on board involving cargo, ballast and bunkers
should be done in accordance with the applicable pollution
regulations
- carrying out operations in accordance with the ship's
Procedures and Arrangements (P and A) Manual ensures
that pollution regulations are complied with
- care should be taken to avoid cargo spillage during cargo
transfer, ballasting or tank-cleaning operations
- pollution-preventionprocedures during the operations
include keeping a watch on:
levels in cargo, slop or ballast tanks
cargo or ballast hoses or hard arms
pumps, valves, gaskets, connections and hatches
spill pans and scuppers
alarms and instrumentation
co-ordination of operation signals
- personnel on watch should be present at all times during
operations and regularly carry out the inspections on the
pollution-prevention procedures
I T2

IMO
reference
Liquefied gas tankers

.9
state that for liquefied gas tankers at sea and in port:

all operations on board involving cargo, ballast and bunkers
should be done in accordance with the applicable pollution
regulations
- during cargo-transfer operations, care should be taken to
avoid release of cargo liquid andlor vapours
- the preparation'for cargo transfer includes procedures to be
followed to prevent pollution of air and of water
- these procedures include:
inspection of cargo hoses, loading arms, valves and
gaskets
inspection of cargo system and instrumentation
inspection of flanges, valves, connections and tank
hatches for tightness
- personnel on watch should be present at all times during
cargo-transfer operations, and should regularly carry out
the inspections mentioned above
.I0 states that, where required, all events should be recorded in
the OillCargo Record Book
Air pollution
.I
1 states that air pollution may be caused by inert gas,
I
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I
hydrocarbon gas or any other cargo vapour finding their way

into the atmosphere because of:
- the breathing or venting of loaded tanks
- purging or gas-freeing operations
- loading or ballasting cargo tanks
.I2 states that hydrocarbon vapour collects above the surface of
the oil
.I3 states that the vapourlair mixture is displaced during loading,
ballasting, gas-freeing and tank-washing operations
.14 states that hydrocarbon gas, chemical gas and inert gas may
be considered air pollutants
.I5 states that no measures are usually taken against air pollution
at sea, apart from the necessary safety precautions:
- have good communication
- have the best possible co-operation between ship and
terminal
. I 6 states that some ports have regulations restricting air pollution
from tankers
.17 states that certain displacement and containment measures
can be taken to restrict air pollution
.18 specifies the manner in which the emissions of volatile organic
compounds (VOCs) from tankers are to be regulated in ports
and terminals
.19 outlines, briefly, the provisions for the control of VOC
emissions from tankers
.20 states that some terminals have a vapour emission control
system
.21 describes, in simple terms, the fundamental concept of a
vapour control system
I
I
I
I
I
I
16.3 Measures to be taken in the event of spillage
.I states the measures to be taken in the event of spillage,
including the need to:
- immediateiy report all relevant information to the
appropriate officials when a spill is detected or when a
malfunction has occurred which poses a risk of a spill;
- promptly notify shore-based response personnel; and
- properly implement shipboard spill-containment procedures
IMO
reference
Textbooks,
6.4 SOPEP
T(
Teaching
R4 - Annex 1
Reg. 26
.I states that, as per the MARPOL Convention, most tankers shall R13
carry a Shipboard Oil Pollution Emergency Plan (SOPEP)
.2 states in brief that the concept of the plan is to assist personnel
in dealing with an unexpected discharge of oil
.3
states that the SOPEP consists of at least:

- the procedure to be followed to report an oil pollution
incident
- the list of authority or persons to be contacted in an event
of an oil pollution incident
- description of action to be taken by persons on board to
control the discharge of oil
- the procedures and point of contact on the ship for coordinating shipboard action with national and local authority
(6.5 Shiplshore liaison
1
1i
I
I
1
1
.I states that for safe conditions alongside a terminal it is

necessary to:
- comply with safety regulations
- have good communication
- have the best possible co-operation between ship and
terminal
.2 lists safety precautions and procedures for personnel on watch
prior to and during cargo transfer with regard to:
- communication
- cargo information
- ship informationlterminal information
- moorings
- emergency towing-off wires
- gangways or accommodation ladders
- fire-fighting equipment
- lighting
- unauthorized persons
- persons smoking, drunk or drugged
- signs and notices
- craft alongside
- scuppers
- weather precautions
- connectionldisconnectionof hoses for cargo, slop or ballast
- safety equipment and protective clothing
- doors and portholes
- designated smoking places
.3 states that a shiplshore safety checklist should be completed
jointly by a ship's officer and a shore representative to ensure
the safety of both ship and terminal

IMO
reference
A1 - para. 7
.I states that planning and preparation are essential for dealing

successfully with emergencies and lists the information which
should be readily available as:
- type of cargo and its disposition
- location of other hazardous substances
- general arrangement plan of the ship
- stability information
- location of fire-fighting equipment and instructions for its
use
.2 states that, in an emergency, important actions to take would
include:
- giving audible and visual warnings that an emergency
exists by means of:
'
bells, whistles, klaxons or other audible devices
flashing lights
advising the command centre of the location and nature of
the emergency
- stopping any cargo-related operations, closing valves and
openings in tanks
- removing any craft alongside
.3 states that personnel in the vicinity of the emergency should
take appropriate action to try and control the incident until the
emergency team can take over
.4
states that all crew members should know the location of all
safety equipment, such as:
- breathing apparatus
- approved portable electric lights
- instruments for measuring oxygen and other gases
- first-aid kits
- tank evacuation equipment
- fire-fighting equipment with instructions for its use
.5 states that all equipment which may be needed in an
emergency must be maintained in good order and always be
ready for use, and lists important items as:
- fire-fighting equipment
- breathing apparatus
- alarm systems
- communication systems
- arrangement plans
.6 states that towing hawsers should be prepared, hung offside
over bow and stern ready for use
.7 states that a plan for dealing with an outbreak of fire or an
explosion must be prepared and all crew members briefed on
its operation
"
.I states that the planning for and the implementation of an

emergency procedure require an emergency organization
C
Teaching
IMO
reference
Textbooks,
Bibliography
Teaching
aid
.2
states that the basic structure of the emergency organization

should consist of four elements:
- emergency command centre (with an alternative
emergency position identified for use if the normal
command centre cannot be occupied)
- emergency party
- back-up emergency party
- engineers group or technical team
.3 states the need to identify a senior officer as being in control
during the emergency, with another senior officer identified as
his deputy
.4 states the general composition and the task of the emergency
command centre
.5 states the general composition and the task of the emergency

party
.6 states the general composition and the task of the back-up

emergency party
states the general composition and the task of the engineers
group
.8 states that all personnel on board should know their place in
the emergency organization and their duty in case an
emergency procedure is being initiated
.7
.9
I
I
I
states the need for realistic drills to be undertaken periodically
.I states that a fire alarm signal or general alarm signals are

given in case of:
- fire
- collision
- grounding
- man overboard
- cargo hose burst
- major cargo spillage or escape of vapour
- every other emergency situation which calls for emergency
actions
.2 states that other alarm signals are given in case of:
- high concentration of toxic or flammable vapours
- unacceptable condition in cargo tanks or cargo systems
- unacceptable conditions in auxiliary cargo systems
- system failure in cargo plant and auxiliary systems
- system failure in engine-room or machinery spaces
- a C02 discharge in engine-room or pump-rooms
- a high level of oxygen in inert gas
- high level of oil residues in overboard discharge
.3
.4
I
I
I
7.3 Alarms
states that the ship's muster list and emergency instructions

specify details of the emergency alarm signals
states that all personnel on board should be able to identify the
different alarm signals
.5 states that all crew members should be familiar with the

emergency plan and act according to the plan when the alarm
is raised
.6 states that any person who discovers an emergency should

raise the alarm and pass on relevant information as quickly as
possible
.I states that the ship's muster list and emergency instructions
specify action to be taken by each crew member and officer in
case of an emergency
Reg. 53
R1 - Ch.
B3* B7
I
II
R1 - Ch. 111
Reg 53
II II
I
B31 B7

--..reference

.2
states that all ~ersonnelshould be familiar with the emeraencv

instructions and act according to the instructions when t&
alarm is raised
.3 states that a vessel's safety plan and fire control plan specify
details and location of all equipment for emergency use
.4
states that all personnel should know the location of

emergency equipment and be familiar with its use
.5 states that it is essential that personnel are properly trained for

emergency operations
.6
I
I
I
I
states that all equipment which may be used in an emergency

must be maintained in good order and be ready for use at all
times
.7
lists basic emergency actions to be taken in case of:

fire
- collision
- grounding
- cargo hose burst
accident involving personnel
.8 states that the correct emergency procedures for accidents
involving dangerous chemicals are given in the ICS or other
Cargo Data Sheets
.I states that first-aid procedures for accidents involving

dangerous chemicals are given in the ICS or other Cargo Data
Sheets
.2 states that all personnel should be familiar with the first-aid
procedure set out in the Data Sheets for the cargoes carried
.3 states that medical advice should be sought in the event of an
accident
.4 states that the emergency showers should be used
immediately in the event of spillage of cargo liquid in eyes or
on skin
.5 states that the correct treatment for most cargoes is to flush
with water for at least 15 minutes and to remove the affected
clothing
.6 states that for symptoms of vapour exposure the treatment for
most cargoes is:
- to remove the victim to fresh air
- to give artificial resuscitation if breathing has stopped or is
weaklirregular
.7 states that if frostbite has occurred this should be treated by
immersion in lukewarm water
8 states that antidotes for cargoes carried are available on board
.9 states that all personnel should be instructed and trained in the
technique of mouth-to-mouth resuscitation and basic first-aid
treatment
8 Cargo equipment
( Required performance:
8.1 General cargo-handling equipment on board
oil tankers
.I
.2
states that for this section the training should preferably be

carried out on board
states that this section complements on-board training
I
I
I
I
II
IMO
reference

Oil cargo containment and handling
Tank arrangements
.3 describes the general tank arrangements, including:
Teaching
aid
Textbooks,
Bibliography
I B2
- cargo tanks
I A2 - App. 2
Fig. 1.7
pump-rooms
segregated ballast tanks
slop tanks
cofferdams
- peak tanks
- deep tanks
Piping arrangements
.4
describes the piping arrangements, including:

- internal piping in tanks and pump-rooms
- external piping (deck lines)
- crossovers
- by-passes
- ring-main systems
- valves
Pump types
.5 describes the operating principles of the following pump types:
I B2
lB2
I A2 - App. 2
- reciprocating positive-displacementpumps
Pump characteristics
.6
Fig. 8.1 to
8.4
rotary positive-displacement"screw" and screw-type pumps

rotary positive-displacementlobe- and vane-type pumps
rotodynamic (centrifugal) pumps
eductors
states suitability of the pump types listed above for cargo

handling in terms of:
- maintaining flow at inlet under low heads
- start-up procedures
Draining and stripping

.7
lists the reasons for draining and stripping tanks, lines and
pumps, and states the pumps suitable for this purpose in terms
of:
- maintenance of flow at inlet under low head conditions
- ability to "self prime"
- wear on moving parts when flow is intermittent or fluctuating
Measurement of cargo level

.8
explains how the level of cargo in the tank can be determined

by sounding or by measuring ullage and lists the various
devices used for this as:
- flexible steel or alloy tapes
- float indicators
- pneumatic gauges
- hydraulic gauges
- electrical capacitance gauges
- sonic gauges
- radar gauges
- multi-function unit
1 B2
1 A2 - App. 2
Fig. 8.5 &
8.6
182
I B2
I A2 - App. 2
Fig. 8.7 to
8.9
Fig. 8.10
Fig. 8.11

IMO
reference

Cargo heating
82
states that:
.9
- a particular viscosity range is required for storage and
handling and that this is maintained by controlling the

temperature of the oil
the methods of heating the cargo are the use of:
steam supplied to coils or other forms of extended
heating surface, for normal petroleum cargoes
a mineral oil heating fluid supplied to heating
apparatus for special (heavy) petroleum cargoes
leakage in heat-exchanger pipes or matrix units will permit
oil to contaminate the condensate system in steam heating
systems or water to contaminate the oil cargo
dangers exist in heating heavy cargoes (such as bitumen) if
water is present in the cargo
steel heating coils suffer serious corrosive attack from
crude oil cargoes
oil vaporization increases with a rise in temperature
chemical tankers
.1
states that for this section the training should preferably be

.2
Ship types and arrangements

Tankers for chemicals
.3 states that:
the design of a chemical tanker is based on the design of a

conventional oil tanker
- a tanker carrying chemicals may be referred to as a
"chemical tanker", a 'parcel tanker", a "product tanker" or a
combination of these designations
- a chemical tanker is a tanker designed for the carriage of
dangerous chemicals as identified by the IMO Chemical
Codes
- a product tanker is a tanker primarily designed for transport
of petroleum products such as naphtha, gasoline,
kerosene, white spirit, lubricating oils, etc.
- achemical tanker may carry dangerous chemicals and all
product tanker cargoes, but that a product tanker is limited
to carry products and chemicals which are not identified in
the Codes as dangerous
- a parcel tanker is a tanker (normally for chemicals) with a
great number of individual cargo tanks, which enables the
vessel to carry a great variety of small cargo "parcels" on
eachvoyage
- a product tanker has fewer and bigger cargo tanks than a
chemicallparcel tanker and less sophisticated tank
materials and coatings
.4 explains, with the aid of a simple drawing, how the tank section
in a chemical tanker may be divided into cargo tanks, slop
tanks, ballast tanks and cofferdams
Textbooks,
Bibliography
I
i
Teaching
aid
TANKER FAMILIARIZA1-ION

General ship arrangement
.5 states that:
IMO
reference
LZL
R9 - Ch. 3,
- the cargo-tank area is that part of the ship which contains
I
I
1
cargo tanks, slop tanks and pump-rooms and includes

cofferdams, void spaces and deck spaces adjacent to and
above all such spaces
- the cargo tanks and slop tanks are segregated from other
parts of the ship
- segregation is achieved by means of cofferdams, void
spaces, cargo pump-rooms, other pumprooms, empty
tanks or fuel-oil tanks
- gas-dangerousspacesandzonesarespacesandzones
within the cargo area which are likely to contain cargo
vapours and which are not equipped with approved
arrangements to ensure that their atmosphere is
maintained in a safe condition at all times
- a gas-safe space is a space other than a gas-dangerous
space, and identifies, on a drawing, the gas-dangerous
areas and the gas-safe areas
- a cargo control room is normally placed aft of the cargo
area
- cargo-handling systems are, with few exceptions,
completely separated from accommodation spaces,
machinery spaces and other gas-safe spaces
- when cargo-handling systems are located outside the cargo
area, operational and constructional precautions are taken
to prevent cargo or cargo vapour flowing to a gas-safe area
- the construction of the cargo-tank ventilation system
reduces the risk of cargo vapour in gas-safe areas
- air intakes for accommodation and for the engine-room are
subject to requirements with respect to minimum distance
from ventilation outlets of gas-dangerous spaces
- access to accommodation or to the engine-room is subject
to requirements with respect to the minimum distance from
the forward bulkhead of the accommodation
- chemical tankers may have cargo pump-rooms located on
or below the main deck, sometimes both
- the cargo pump-rooms contain cargo pumps and cargo
pipelines
- pump-rooms have permanent arrangements for hoisting an
injured person with a rescue line
- the mechanical ventilation arrangements in the pumprooms have a capacity to ensure sufficient air movement
through the space
- spaces not normally entered (e.g. double bottoms,
cofferdams and pipe tunnels) are capable of being
ventilated to ensure a safe environment when entry into
these spaces is necessary
- access to spaces in the cargo area should be sufficiently
large to allow a person wearing a self-contained breathing
apparatus and protective equipment to ascend or descend
any ladder without obstruction and also to enable the
hoisting of an injured person from the bottom of the space
- segregation and separation of cargoes and spaces are
fundamental to the safety of the chemical tanker
I
I
Survival capabilify and tank location

.6 states that:
- the Bulk Chemical Codes divide chemical tankers into three

-
ship types, Type 1, Type 2 and Type 3, which reflect the

hazard rating of the cargoes to be carried
a Type 1 ship is a chemical tanker intended for the
transportation of products considered to present the
greatest overall hazards and that Type 2 and Type 3 are for
products of progressively lesser hazards
a Type 1 ship is required for highly hazardous cargoes such
as dodecylphenol and phosphorus
. Ch. 2

Textbooks,
Bibliography
.... -
reference
Teaching
aid
the most common chemical tanker cargoes

require Type 2
or Type 3 ships
- the background for the IMO grouping of ship types is the
ship's capability to survive damage caused by collision or
stranding, in combination with the location of the cargo tank
in relation to such damage
- the term "overall hazard includes both safety hazard and
pollution hazard
I Cargo equipment and instrumentation
1
R9 - Ch. 3,
Tanks, piping and hoses

.7
I
I
.8
.9
Ch. 5, Ch. 8
lists tanks in the cargo area, such as:

- cargo tanks
- slop tanks
- segregated ballast tanks
explains, with the aid of a simple drawing, how the tanks
mentioned above may be located in a chemical tanker
I
B4sB5
A2 - App. 2
Fig. 8.16
A2 - App. 2
states that:
some chemical tankers have small additional cargo tanks
located on deck
- slop tanks are tanks designgted or used for tank washings
and cargo residues
- cargo tanks may also be used as slop tanks and vice versa
- segregated ballast tanks are tanks designated for ballast
only
- segregated ballast tanks are equipped with a pumping
system that is independent of the cargo system, in order to
avoid contamination by cargoes
- cargo tanks may also be used for ballast
- some commonly fixed piping arrangements in a cargo tank
are:
discharge line
cargo ventilation line
drop line
- the main purpose of the discharge line is to lead the cargo
from the cargo tank to the manifold by means of a cargo
Pump
the drop line is mainly used to fill the cargo tank
the main purpose of the ventilation line is to lead vapour
from the cargo tank tpthe cargo ventilation tower
the flow of cargo vapour may be regulated by a
pressurelvacuum relief valve in the ventilation line
the vent outlets are arranged to prevent the entry of water
into the cargo tanks and. at the same time, to direct the
vapour discharge upwards
- the vent outlets are provided with flame screens or highvelocity devices
- there are several types of valves used in cargo-handling
systems on chemical tankers
- chemical tankers are provided with cargo hoses
- the cargo hose constitutes a weak part of the cargohandling system and that incorrect handling of the hose will
increase the danger of fire, health hazard and pollution
.10 describes, with the aid of a simple drawing, a cargo-unloading
arrangement
Fig. 8.17
A2 - App. 2
Fig. 8.19 to
8.24
I
I
I
I
II
I
I
I
1
I
.I
1 describes, with the aid of a drawing, a simple cargo-loading
arrangement
.I2 describes corregt handling, storage and inspection of the ship's
cargo hoses
Constructional materials a n d coatings
1 ~ 9 - ~ h . 6 B4
(Note: for this section, objective 8.2.1 3 is a repeat of objectives
4.2.37 to 4.2.48)
A2 - App. 2
Fig. 8.18
Fig. 8.22
A2 - App. 2
Fig. 8.25
IMO
reference

. I 3 states that:
- all materials used for construction of tanks and the
associated piping, valves and pumps must be resistant to
the cargoes carried and dictated by the service temperature
- mild steel is the normal material for the construction of a
chemical tanker
- mild steel is resistant to most chemicals, but that its
propensity to rust makes it unsuitable for chemical cargoes
- rust makes tank cleaning more difficult and may also
contaminate the cargo
- in order to avoid cargo contamination and to obtain a
smooth surface on tank structures, mild-steel cargo tanks
on chemical tankers are always coated internally with paint
that is resistant to groups of chemicals
- no coating today is suitable for all cargoes shipped in
chemical tankers, and that a 'coating resistance list" must
be strictly followed when a cargo is to be loaded in a coated
tank
- most chemical tankers have their cargo-tank section
divided into some coated tanks and some stainless-steel
tanks
- stainless steel may be "clad" or solid
- clad steel consists of a mild steel plate with a veneer of
stainless steel of about 2 mm thickness
- stainless steel is resistant to almost all chemicals
- stainless steel is not 'stainlessn or corrosion-resistant
unless it is handled properly
- the steel manufacturer's or the owner's instructions for
maintenance of stainless-steel tanks and piping must be
strictly followed by ship's personnel
Pumps and eductors

. I 4 states that:
- the main cargo pumps fitted aboard chemical tankers are
mainly of the centrifugal type
- these pumps may be of the deepwell type in the cargo
tanks or placed in a pump-room
- screw pumps and piston pumps are used also in some
unloading systems
- the cargo-pumping systems on chemical tankers are
designed to minimize cargo remnants after discharge
- in addition to the main unloading pumps, there are
arrangements for alternative unloading
- alternative unloading may be done by means of portable
cargo pumps or eductors
.I
5 describes generally:
- an unloading system consisting of submerged cargo pumps
- an unloading system consisting of pumps placed in pumprooms
- the safe handling of a centrifugal pump
Cargo heating systems

. I 6 states that:
- some cargoes have to be heated by the ship's cargo
heating system
- the main reason for heating a cargo is:
to prevent it from solidifying
to keep the viscosity below a certain level during
unloading
- the heating medium may be steam, water or thermal oils
- means are provided to ensure that cargo does not enter
boilers or the engine-room through leakages in cargo
heating coils
.I7 describes, with the aid of a drawing, a cargo heating system:
- using heating coils fitted inside the cargo tank
- using a heat exchanger placed outside the cargo tank

Teaching
IMO
reference
aid
Tank-washing and slop-retaining systems
.18 states that:

- mixtures of water and cargo from tank-washing operations
are called 'slops"
- tanks which contain this sort of mixture are called 'slop
tanks"
- slop tanks should be placed inside the cargo area
- slops may be stored in siop tanks or in cargo tanks
- slops from different cargoes may be incompatible
II
. I 9 describes, with the aid of a drawing, a tank-washing and slopretaining system
Inerf-gas systems
(
1
I
.20 defines .inert gasn

.21 states that:
- inert gas is used in cargo tanks
to protect the cargo from polymerization, oxidation and
humidity
to replace air and thereby prevent fire and explosion
- the inert gas produced by an oil-burning inert-gas generator
is composed of:
approximately 0.5% oxygen
approximately 84% nitrogen
approximately 15% carbon dioxide
approximately 0.5% carbon monoxide, oxides of
nitrogen and sulphur dioxide
- nitrogen
is delivered on board in pressurized bottles or in liquid
form
may be produced on board by distillation of liquid air
may be produced on board by separation of air
may be produced on board by combustion of ammonia
may be produced on board by removing C02 from inert
gas
- some terminals deliver inert gas or nitrogen through the
loading line and purge the cargo tanks prior to loading the
product
.22 describes generally an inert-gas generator system
1I
A2 - App. 2
Fig. 8.32
A2 - App. 2
Fig. 8.33
1~9-~h.9
iI
I
I
Instrumentation
.23 states that:
- all electrical equipment installed or used in gas-dangerous
areas is approved for operation in flammable atmospheres
- each cargo tank is provided with means for indicating the
liquid level of the cargo
- some cargoes require cargo tanks that are provided with
means for indicating the temperature and a predetermined
high level of the cargo
- the liquid level in cargo tanks may be measured by means
of an open, a restricted or a closed device
- the Bulk Chemical Codes define limitations of the
measuring devices with regard to the types of cargo carried
- the type of gauging device that may be used is related to
the construction of the device and the amount of vapour to
which its user is exposed
an open gauging device is used to measure products of
moderate toxicity and where the vapours have approximately the same flammable limits as petroleum vapours
- a restricted gauging device is used to measure products
that are relatively toxic and volatile, but where skin contact
is not poisonous
- a closed gauging device is required for the most hazardous
cargoes
.24 describes generally an open, a restricted and a closed gauging
device
II
A2 - App. 2
Fig. 8.34
A2 - App. 2
Fig. 8.35
TANKER FAMILIARIZAl-ION
IMO
reference
Textbooks,
Bibliography
Teaching
aid
liquefied gas tankers
.I states that for this section the training should preferably be
.2 states that this section complements on-board training
Cargo containment systems

Independent tanks
.3
states that:
independent tanks are completely self-supporting and
neither form part of the ship's hull nor contribute to hull
strength
- there are three different types of independent tanks for gas
carriers: types A, B and C
describes generally:
- a self-supporting prismatic tank (type A)
- a self-supporting spherical tank (type B)
- a self-supporting cylindrical tank (type C)
.4
Membrane tanks
.5 states that membrane tanks are not self-supporting, like the
.6
independent tanks, but are supported through the insulation by

the hull of the ship
describes generally the design of a membrane tank
Semi-membrane tanks
.7 states that semi-membrane tanks are not self-supporting in
loaded condition
.8
describes generally a semi-membrane tank
Integral tanks
states that:
- integral tanks form a structural part of the ship's hull, and
are affected in the same manner and by the same loads
which stress the hull structure
- these tanks are not normally allowed for cargoes of which
the temperature is below -10 "C
.I0 describes generally an integral tank
A2 - App. 2
Fig. 8.36
Fig. 8.37
Fig. 8.38
1I -
1I
II
(~12-~h.4
1~12-~h.4
I(
R12-Ch.4
A2 - App. 2
Fig. 8.39
I1
A2- App. 2
Fig. 8.40
.9
Internal insulation tanks
lR12-Ch.4
I1
A2 - App. 2
Fig. 8.41
.I
1 states that:
- internal insulation tanks are not self-supporting, consisting
instead of thermal insulation materials which contribute to
the cargo containment, and are supported by the structure
of the adjacent inner hull or of an independent tank
- the inner surface of the insulation is exposed to the cargo
The liquefied gas tanker

Gas tanker types
. I 2 states that:
- liquefied gas tankers can be grouped into five different
categories according to the cargo carried, as follows:
LPG ships
LEG ships
LNG ships
Chlorine ships
LEGlLPGlchemical ships
- liquefied gas tankers can be grouped into three different
categories according to carriage condition, such as
fully pressurized ships
semi-pressurized ships
fully refrigerated ships
48
IlR12-Ch.3 IJ
T ~
I
I
A2 - App. 2
Fig. 8.42

IMO
reference
Teaching
aid
A2 - App. 2
Fig. 8.36
Fig. 8.37
.I3 describes generally:

- LPG ships
- LEG ships
- LNG ships
- Chlorine ships
- LEGlLPGlchemical ships
Layouf of a general gas tanker
Textbooks,
Bibliography
.I4 states that:

- the cargo area is segregated from other parts of the ship
- cargo-handling systems are completely separated from
accommodation spaces, machinery spaces and other gassafe spaces
- gas-dangerousspacesandzonesarespacesandzones
within the cargo area which are not equipped with approved
arrangements to ensure that their atmosphere is
maintained in a safe condition at all times and which are,
therefore, likely to contain cargo vapours
- a gas-safe space is a space other than a gas-dangerous
space
- air intakes for accommodation and engine-room have to be
at a minimum distance from ventilation outlets from gasdangerous spaces
- access to accommodation or engine-room has to be at a
minimum distance from the forward division of the
accommodation
- access from a gas-dangerous zone on the open weather
deck to a gas-safe space is arranged through an airlock
- the airlock doors should be self-closing, and there must not
be any hook or other device by which they could be held
open
- an audible and visual alarm system gives a warning on both
sides of the airlock when one door is moved from the
closed position
- gas-safe spaces within the cargo area have positivepressure ventilation
- when this overpressure is lost, all electrical equipment that
is not of a certified safe type should be deenergized
- use of segregation, separation and airlocks are
fundamental to the safety of the gas tanker
lB8
~
I~ - ~
A2 App. 2
Fig. 8.43
'
Sun/ival capability and fank locafion

.I
5 states that:
- the 1MO Codes divide gas tankers into four categories, ship
types I G , 2G, 2PG and 3G, which reflect the hazard rating
of the cargoes to be carried
- a type I G ship is a gas tanker intended for the carriage of
products considered to present the greatest overall
hazards, and types 2G, 2PG and 3G are intended for
products of progressively lesser hazards
- type 1G ships are required for highly hazardous cargoes
such as chlorine
- the most common cargoes, such as LNG, LPG and
ethylene, must be carried in type 2G or type 2PG ships
- type 3G ships are only permitted to carry nitrogen and
refrigerant gases
- the background for IMO's grouping of ship types is the
ship's capability to survive damage caused by collision or
stranding and the capability of tanks to contain the cargo
after sustaining such damage
A2 - App. 2
Fig. 8.44
1~12-Ch.2
108
I
1
'i9
TANKER FAMILIARIZAl-IOIV
Textbooks,
Bibliography
IMO
reference

Cargo equipment and instrumentation
Tanks, piping a n d valves
.I6 describes generally the cargo piping arrangement
.I7 states that:

- the construction materials in tanks, piping and equipment
containing cargo liquid and vapour should be resistant to
the cargo
- the resistance to the cargo is dictated by the minimum
service temperature and the compatib~litywith the cargo
carried
- all connections and personnel access to a cargo tank have
to be arranged through the cargo tank dome area
- commonly found fixed piping arrangements in a cargo tank
are:
sample tubes
vapour line
condensate line
stripping linelpuddle heat line
discharge line
liquid line
upper purge linelspray line
ventilation line
- there are usually three sample tubes at different levels in
the cargo tank
- the monitoring of tank atmosphere and cargo sampling can
be done through the sample tubes
- the main purpose of the vapour line is to lead the boil-off to
the reliquefaction plant or to the shore via the crossover
- the main purpose of the condensate line is to lead
reliquetied gas from the reliquefaction plant to the cargo
tank
- the stripping line is used for removal of remaining liquid
cargo from the pump sump by means of pressure
- the purpose of the puddle heat line is to lead heated cargo
vapour from the cargo compressor to the pump sump for
vaporizing the remnants of a liquid cargo
- the main purpose of the discharge line is to lead the liquid
cargo from the cargo tank to the crossover by means of the
cargo pump
- the main purpose of the liquid line is to lead the liquid cargo
from shore to the cargo tank via the crossover
- the purpose of the upper purge line is to lead different types
of ventilation gases into or from the cargo tank
- the main purpose of the spray line is to spray liquid cargo
into the tank during cool-down of the cargo tank
- the main purpose of the ventilation line is to lead vapour
from the cargo tank safety relief valve to the vent outlet
- a cargo tank should have shutoff valves located as close to
the tank as practicable for all liquid and vapour
connections, with the exception of pressure-relief valves
and liquid level gauging devices
- IMO establishes rules for place, type and number of valves
in a cargo piping system
- the IMO regulations require remotely operated emergency
shutdown valves in the cargo piping system
Pressure-relief a n d vacuum-protection system
.I8 describes generally the pressure-relief piping system
I
I
I
1
I R12 - Ch. 8
Teaching
aid

IMO
reference
howledge, understanding and proficie~icy

.I9 states that:
- all cargo tanks should be provided with a pressure-relief
system
- IMO has established rules for vacuum protection of cargo

tanks
- all equipment and piping which may be isolated when full of

liquid should be provided with a pressure-relief valve
- the pressure-relief and vacuum-protection system gives an

automatically controlled protection against too high or too
low pressure within the cargo-handling system
Pumps and unloading systems
20 describ'es generally the unloading system

I
I
.21 states that
- the main cargo pumps fitted aboard liquefied gas tankers
are of the centrifugal type
- these cargo pumps are either submerged or deepwell
pumps
- on fully pressurized gas tankers the cargo pumps may be
mounted on deck
- in addition to the main unloading pumps there are
arrangements for alternative unloading
- alternative unloading can be done by means of vapour
pressure, replaceable pump or eductor
.22 describes generally:
- the operating principle of a centrifugal pump
- safe centrifugal pump handling
Ii
Cargo heaters and cargo vaporizers
.23 states that:

- when discharging refrigerated cargoes into pressurized
shore tanks it is frequently necessary to heat the cargo in a
cargo heater because the shore tanks and piping materials
are not designed for low temperatures
- seawater is commonly used as a heating medium for the
cargo heater
- it is necessary to run the booster pump when discharging to
a pressurized shore tank
- a vaporizer is used to maintain the pressure in the cargo
tank during discharging
- seawater and steam are each commonly used as the
heating medium for vaporizers
Reliquefaction systems and control of boil-off

.24 states that:
- heat is always transferred from a warmer area to a
relatively cooler area
- the temperature of the cargo will increase as long as the
cargo is relatively cooler than the environment
- when the temperature of the cargo increases, the pressure
in the cargo tank increases
- because of the transmission of heat to the cargo, means
must be provided to control the vapour pressure in the
cargo tanks
- the methods of controlling vapour pressure in cargo tanks
include:
leading the cargo boil-off to the ship's boiler, gas
turbine or main engine to be used as fuel
leading the cargo boil-off to the ship's reliquefaction
plant, where the vapour is liquefied
cooling the liquid cargo in a heat exchanger
cooling the shell of the cargo tank and thereby the
cargo
TANKER FAMILIARIZA1-ION
IMO
reference
(nowledge, understanding and proficiency

- a simplified vapour-handling system for LNG boil-off
- a simplified single-stage direct reliquefaction cycle
- a simplified cascade reliquefaction cycle
- a simplified indirect reliquefaction cycle
Cargo compressors
Textbooks,
Bibliography
Teaching
aid
A2 - App. 2
Fig. 8.53
Fig. 8.54
Fig. 8.55
Fig. 8.56

- the operating principle of a reciprocating compressor
- the operating principle of a screw compressor
.27 states that the reciprocatingand screw compressors used on
board gas carriers are commonly of the oil-free type
.28 describes generally the different cargo compressor operations
on board
Inert-gas system
.29 defines 'inert gas"
.30 states that:
- inert gas is used in cargo tanks and hold spaces to replace
air, thereby preventing fire and explosion
- inert gas is commonly produced on gas tankers by an oiiburning gas generator
- inert gas produced by an oil-burning gas generator is
composed of:
approximately 0.5% oxygen
approximately 84% nitrogen
approximately 15% carbon dioxide
approximately 0.5% carbon monoxide, oxides of
nitrogen and sulphur dioxide
.31 describes generally an inert-gas generator system
instrumentation
.32 states that:
- all electrical equipment installed or used in gas-dangerous
spaces or zones should be approved for operation in a
flammable atmosphere
- each cargo tank is provided with means for indicating level,
pressure and temperature of the cargo
- the liquid level in cargo tanks is commonly measured by
means of float gauges
- each cargo tank is fitted with high-level alarms
- the purpose of high-level alarms is to prevent overflow of
cargo tanks
- that every gas tanker has a fixed gas-detection system
- the fixed gasdetection system's alarm is activated when
the vapour concentration reaches 30% of the Lower
Explosive Limit (LEL)
- gas sampling and analysing from different parts of the ship
is done continuously and sequentially
- the fixed gas detector gives an automatically controlled
protection against concentrations of flammable gas that are
too high, and that it is thereby fundamental to the safety of
the gas tanker
- a float gauge
- a simplified fixed gas-detection system
Fig. 8.57
Fig. 8.58
112 - Ch. 9
I B8
I
I ~ 1 2 - ~ 13
h . 1 B8
II
App. 2
( A2Fig. 8.34
Fig. 8.59
Fig. 8.60
Fig. 8.61

-
Textbooks,
Bibliography
IMO

9 Cargo operations
reference
9.1 General awareness of safe cargo operational

procedures on tankers
.I states that for this section the training should preferably be
.2

.
.
II
:or oil tankers
Loading
.3 explains need for compliance with all safety requirements .
.4
states:
- that the control valves are operated during loading

according to planned sequence of filling tanks
- that the quantity of cargo is checked by measuring ullages

- that the venting of tanks into the atmosphere is controlled
as necessary
- that events during operations are recorded

.5
explains how and when samples are taken
Loaded voyage
.6 explains how and when vapour pressures are checked and
logged (non-IGS vessel)
.7 states:
- that cargo vapour may be vented to control pressure

- how the temperature of the cargo is controlled
Discharging
.8
explains the need for compliance with all safety requirements
.9 states:
that the control valves are operated during discharging

according to planned sequence of emptying tanks
- why and how tanks are vented
- that ballast is loaded as required by the discharging plan
.I0 outlines draining and stripping procedures
Ballast voyage
.I
1 explains the need for ballasting
.I2 states:
- that a number of tanks are allocated for ballast
- the considerations for allocating the amount of ballast
- that some tankers have tanks solely designated for ballast,
served by a dedicated ballast system
- such tanks are defined as segregated ballast tanks
- that additional ballast is carried in cargo tanks if the
segregated ballast capacity is insufficient
- that such ballast is put in dirty cargo tanks
- that such ballast is heavily contaminated with oil
.13 explains:
- why the ship may have only clean or segregated ballast on
board upon arrival in the loading port
- the operations for changing ballast
- how the slop tank is filled with an oily water mixture
- the need to decant the contents of the slop tank
- the decanting procedure in general terms
- that the remainder of the slop tank may be utilized for the
carriage of cargo
- the process of changing ballast, decanting the contents of
slop tanks and loading slop tanks as the load-on-top
procedure (LOT)
Teaching
aid
A1 - para. 9
IMO
reference
Textbooks,
Bibliography
Teaching
aid -
B1
Tank cleaning
.14 lists the reasons for tank cleaning
.15 states that:

- tank washing machines are used
- there are portable and fixed tank washing machines
- tanks may be cleaned with water or crude oil
- on the ballast voyage, only water is used, sometimes mixed
with chemicals
- hot or cold water may be used
- the tank washing system incorporates a water heater
- tank washing should preferably be carried out in a nonexplosive atmosphere
- this may be an inert or, alternatively, too lean or too rich
atmosphere
- if an inert-gas system (IGS) is fitted and operating, tank
washing should take place in an inert atmosphere
- if an IGS is not fitted, tank washing should preferably take
place in a too lean atmosphere
.I
6 explains :
- too rich and too lean atmospheres
- ventilating to a too lean atmosphere as gas-freeing
- that gas-freeing should be continued during tank washing
- that tank washing water is transferred to the slop tank
.I7 describes:
- the working of tank washing machines
- the use of the slop tank in the opencycle mode
- the use of the slop tank in the recirculation mode
- line flushing
Crude oil washing (COW)

.I8 describes the use of tank washing equipment using highpressure jets of C ~ d oil
e from the cargo to dissolve and
remove cargo residues and deposits which cling to the internal
surfaces and fittings of cargo tanks
Use of inert gas

. I 9 states that:
- inert gas is used in cargo tanks to replace the air, and
thereby oxygen
- the inert gas supplied should have an oxygen content of not
more than 5% by volume
- cleaned, cooled boiler flue gas is often used for this
purpose, its main constituents being nitrogen and carbon
dioxide
- alternatively, cleaned and filtered combustion gas from an
oil-burning gas generator can be used
- the inert gas is supplied to all cargo and slop tanks
- it is important to keep cargo tanks and slop tanks inerted at
all times
Purging and gas-freeing

.20 lists the reasons for gas-freeing

IMO
reference
I
I
I
I
I(
1
I
I
.21 states that:

- gas-freeing is usually done by mechanical means
- such means may be portable fans or a fixed system
- the IGS may be used for gas-freeing
- gas-freeing is the replacement of hydrocarbon vapours or
inert gas by air
- hydrocarbon vapours remain inside a cargo tank after cargo
discharge
- the hydrocarbon vapours are mixed with ineh gas on a ship
fitted with an IGS or with air in a ship not so fitted
- in an inerted cargo tankthere is no explosive atmosphere
- care must be taken that the tank atmosphere does not
come within flammable range during gas-freeing operations
- soot particles in inert gas create an additional ignition
hazard in an explosive tank atmosphere
- gas-freeing a non-inerted tank will bring the tank
atmosphere within the explosive range for some time
- oil tankers should be supplied with meters to check oxygen
content, hydrocarbon content and toxic gas content
- meters are available showing percentage lower flammable
limit (LFL) by volume
.22 explains how purging a tank with inert gas will prevent the
development of an explosive atmosphere in a cargo tank
I
I
1
1I
I
Tank cleaning a n d gas-freeing for repairs

.23 states that:
I
- procedures for tank cleaning, purging and gas-freeing must
be carried out
- before personnel enter any tank, the atmosphere must be
checked for oxygen content, hydrocarbon content and, after
carrying some cargoes, toxic gas content
- oxygen content must be 21% by volume
- hydrocarbon content must be less than 1% LFL

- after tank washing, manual removal of residue may be
necessary
- residue removal generates more hydrocarbon gas

- gas-freeing operations must therefore be continuous
- adjacent bulkheads and pipelines may constitute additional
sources of hydrocarbon gas
- the inert gas supply to the tank should be shut off

- a gas-free certificate is needed from a qualified chemist
'
before contractor's work-can be carried out

an additional hot work permit is required for hot work
that such certificate and permit must be reissued every day
that work is carried out, or such lesser period as the port
authority stipulates
I For chemical tankers

I Cargo information
(Note: for this section, objectives 9.1.24 and 9.1.25 are a repeat of
objectives 4.1 .Ito 4.1.8)
Textbooks,
Bibliography
IMO
(nowledge, understanding and proficiency

.24 states that:
- information about cargoes to be handled is essential to the
safety of the vessel and her crew
- such information may be found on ICS or other Cargo Data
Sheets for each product, which also include all necessary
data for the safe handlingand carriage of the cargo
- cargo information for most tanker cargoes is kept on board
and available for all concerned
- the cargo will not be loaded unless sufficient information
necessary for its safe handling and transportation is
available
- the responsible officer will see to it that the necessary cargc
information is posted on the notice board prior to cargo
operations
- all personnel engaged in cargo operations should
familiarize themselves with the cargoes by studying the ICS
or other Cargo Data Sheets
- cargo information is fundamental to cargo planning
.25 lists reference books where cargo information may be found
Cargo planning
.26 states that:
- cargo operations are always preplanned
- the main purpose of planning cargo operations is to ensure
safe and efficient operation
- cargo operations on chemical tankers may involve
simultaneous loading, unloading and tank cleaning
- the planning of these operations is done in co-operation
between the vessel and a shore-based operating team
- cargo preplanning is based on cargo information, port
information and thorough knowledge of the ship and its
cargo systems
.27 lists points to be taken into account during the planning of
cargo operations as:
- rules and regulations
- seamanship
1 safety
- port rotation for loading
- ballasting and deballasting
- draught and stability
- cargo properties (flammability, toxicity, reactivity)
- suitability of coatings
- cargo maintenance during voyage
- port rotation for unloading
- tank cleaning procedures
- slop retaining and disposal
reference
Loading
.28 states that:

- all personnel must follow standing instructions at all times
whether or not the cargo to be loaded is dangerous
- personnel on watch or involved in the loading operation
should wear appropriate protective clothing, as indicated in
the ICS or other Cargo Data Sheets, when handling
dangerous cargoes
- cargoes are stowed according to a stowage plan that was
prepared before loading began
- prior to loading, cargo tanks are inspected for cleanliness
and suitability for cargo according to the stowage plan
- prior to the loading of cargoes which present a major fire
hazard, tanks are purged with nitrogen to remove air so that
the atmosphere above the cargo will be non-flammable
- such cargoes are kept under a nitrogen 'padding" during
the voyage
eaching
aid

reference
A2 - App. 2
Fig. 8.23
.29 explains, with the aid of a simple drawing:

- how cargo is routed from the manifold to tanks on a
chemical tanker with a pump-room
- how cargo is routed from the manifold to tanks on a
chemical tanker with separate lines for each tank
- how cargo vapour is removed from the tanks during loading
- a 'closed-circuit" loading operation
.
.30 states that:
- cargoes giving off vapours which present a major health
hazard are loaded in a 'closed circuit", requiring a vapourreturn line
- in order to check for impurities, cargo samples are taken
from lines and tanks during loading
- a vessel's trim, list and stability may be adjusted, if
necessary, during loading by filling or emptying ballast
tanks
- all events during cargo operations are recorded
.31 lists procedures and duties for personnel on watch during the
loading operation
Unloading
Fig. 8.24
Fig. 8.20
.36 lists reasons for tank cleaning as:

- rules and regulations
- the prevention of contamination of the cargo to be loaded
- the prevention of contaminated ballast
- maintenance of cargo tanks and equipment
II
II
.32 states that:

- all personnel must follow standing instructions at all times
during unloading, whether or not the cargo is considered
dangerous
- personnel on watch or involved in the unloading operation
should wear appropriate protective clothing, as indicated in
the ICS or other Cargo Data Sheets, when handling
dangerous cargoes
- cargoes are unloaded according to a planned sequence of
emptying tanks
- prior to unloading, cargo samples from each tank and from
cargo lines are analysed to check if a product has been
contaminated on board during passage
.33 explains, with the aid of a simple drawing:
- how cargo is routed from tank to manifold on a chemical
tanker with a pump-room
- how cargo is routed from the tank to manifold on a chemical
tanker with deepwell pumps and separate lines for each
tank
- the functioning of the cargo-tank venting system during
unloading
.34 states that:
- in tanks containing cargoes that present a major fire
hazard, inert gas or nitrogen is used to maintain a positive
tank pressure during unloading in order to avoid air entering
the tank
- a vessel's trim, list and stability may be adjusted, as
necessary, during unloading by filling or emptying ballast
tanks
.35 lists procedures and duties for personnel on watch during
unloading operations
Tank cleaning and gas-freeing
Teaching
aid
IMO
A2 - App. 2
Fig. 8.23
Fig. 8.24
Fig. 8.20
A2 - App. 2
Fig. 9.1
TANKER FAMlLlARlZArlON
IMO
reference
Textbooks,
Bibliography
Teaching
aid
.37 states that:

- tank-washing machines are used
- tank-washing machines may be fixed or portable
- tank-cleaning equipment must be properly earthed to avoid
accumulation of static electricity
- personnel involved in tank-cleaning operations may be
exposed to cargo vapours and should, if necessary, use
equipment for personal protection
- different cargoes require different tank-cleaning procedures
- cleaning may be done with hot or cold seawater or with
fresh water, or by ventilation only
- water cannot be used for tank cleaning before or after some
cargoes
- in some cases, detergents are added to the washing water
- in some cases, solvents are used for tank cleaning
.38 describes:
- the working of a tank-washing machine
- how the electric bonding of tank-cleaning hoses may be
checked
- a safe procedure for the connection and disconnection of
tank-cleaning equipment
.39 lists phases in a tank-cleaning operation as:
- pre-wash
- main wash
- fresh water rinse
- gas-freeing
- drying
- inspectionltesting
.40 explains, with the aid of a simple drawing, the cycle in a tankwashing system from the seawater inlet to the slop tank
.41 states that:

- the purpose of gas-freeing is to replace cargo vapours, inert
gas or any other gases with air
- gas-freeing may be done by fixed or portable fans driven by
air, steam, water or hydraulic fluid
- the gas-freeing operation is verified by regular checks of
the tank atmosphere
- the tank atmosphere is checked by measuring the
percentage of oxygen and the ppm values of cargo vapours
or of toxic constituents of inert gas
- a cargo tank is gas-free only when the oxygen content is
21% by volume and no vapours from cargo or toxic
constituents of inert gas can be measured in values above
the threshold limit value (TLV)
Slops and slops disposal

.42 defines 'slops" as tank washings or any residuelwater mixtures
from pump-room bilges, engine-room bilges or slop tanks
.43 states that:
- modern chemical tankers are fitted with tanks for the
storage of slops
- cargo tanks may also be used to contain slops
- in general, the discharge of slops into the sea is prohibited
unless certain conditions are satisfied
- slops from certain noxious chemicals have to be discharge(
to shore facilities
- all slop-handling operations on chemical tankers are
recorded in the Cargo Record Book
.44 identifies international regulations covering:
- the discharge of slops
- the discharge of slops containing noxious chemicals
I
A2 - App.
Fig. 9.2,9

IMO
reference
Teaching
aid
Textbooks,
Bibliography
For liquefied gas tankers

Tank environmental control
R12 - Ch. 9
B8
.45 explains that environmental control within cargo tanks and hold
spaces is achieved by means of piping systems provided for
this purpose
.46 explains that when a gas tanker is to change cargo, the
following procedures for environmental control in cargo tanks
are normally carried out:
- warming up
- inerting
- gas-freeinglaerating
- purging
- cooling down
.47 states that sampling tubes, pressure sensors and temperature
sensors are provided in the tanks to ensure that procedures
are correctly carried out
Warming up
.48 states that:
the warming up of cargo tanks is necessary for the following
reasons:
vaporizing of liquid cargo residues in pump sump after
dischargiqglstripping
warming up of tank's shell prior to inerting and gasfreeinglaerating in order to avoid condensation and the
formation of ice
warming up is done by drawing cold vapour from the top of
cargo tanks to the compressors, where the vapour is
heated by compression and led back to the pump sump or
to the bottom of the tanks
during the warming-up procedure the temperature and
pressure readings must be kept under observation
lnerting
A2 - App. 2
Fig. 9.4
(Note: for this section, some of the objectives on inerting are a

repeat of other objectives mentioned earlier)
.49 states that:
- the purpose of inerting is primarily to prevent flammable
vapourlair mixtures in tanks and piping
- inerting is done by replacing cargo vapours with an inert
gas until the concentration of cargo vapours is lower than
the LEL
- inert gas used on gas tankers is either nitrogen dr inert gas
produced in the ship's inert-gas plant
- the correct inerting procedure is ensured by regular checks
of the tank atmosphere
atmosphere checks are done by measuring the percentage
of oxygen and cargo vapours through the sampling tubes
- the atmosphere in an inerted tank or void space is safe with
regard to fire hazard but dangerous with regard to health
A2 - App. 2
Fig. 9.5
....

Gas-freeing/aerating
.50 states that:
- the purpose of gas-freeing or aerating is to replace residues
of inert gas and cargo vapour with air
- gas-freeing is done by introducing air into the inerted tanks
and piping
- correct gas-freeing operations are verified by regular
checks of the tank atmosphere
- atmosphere checks are done by measuring percentage of
oxygen content and values of ppm of vapours from cargo or
inert gas
- an atmosphere in tanks or void spaces is gas-free only
when the oxygen content is 21% by volume and when no
vapours from cargoes or inert gas can be measured in
values above their TLV
Purging
.51 states that:
- the purpose of purging is to prepare cargo..tanksand piping
to receive cargo
- purging is done to reduce oxygen content and humidity in a
tank by introducing nitrogen or inert gas from the ship's
inert-gas plant
- in some cases, purging with cargo vapours from the cargo
to be loaded is also required after purging with inert gas or
nitrogen
- regular checks of the tank atmosphere are carried out
during the purging operation
- atmosphere checks are done by measuring percentage of
oxygen and by reading the dewpoint temperature
Cooling down
.52 states that:
- the reason for cooling down cargo tanks and piping prior to
loading is to prevent undue thermal stresses
- cooldown is done by introducing cargo liquid slowly into the
tank via the coolingdown line or the 'spray-line system
- the liquid cargo will tend to vaporize when introduced into a
warmer tank, thus taking heat from the tank atmosphere
and the tank shell
- the correct cool-down operation is verified -bytemperature
readings which are made possible by temperature sensors
installed in tanks and/or the tank shell
- the cooling down is completed when the temperature of the
tank atmosphere and shell is acceptably low in relation to
the temperature of the cargo to be loaded
reference
Part D: Instructor Manual

lntroduction
The instructor manual provides guidance on the material that is to be presented during the
course. The course material reflects the mandatory minimum requirements for officers and
ratings as specified in regulation VI1 of the lnternational Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1995 (STCW 1995).
.. ..
The material has been arranged under-nine main headings:

1
lntroduction
Characteristics of cargoes
Toxicity and other hazards
Hazard control
Safety equipment and protection of personnel
Pollution prevention
Emergency operations
Cargo equipment
Cargo operations
The texts used as references throughout the course are:

B1
lnternational Safety Guide for Oil Tankers and Terminals
B2
Captain C. Baptist, Tanker Handbook for Deck Officers
lnternational Chamber of Shipping, Tanker Safety Guide (Chemicals)
B3
B4
M. Grey, ChemicaWarcel Tankers
B5
B. Bengtsson, Sea Transport of Liquid Chemicals in Bulk
ICSIOCIMFIIAPHIINTERTANKOICEFICISIGTTO,Ship/Shore Safety Check List
B6
Guidelines
B7
lnternational Chamber of Shipping, Tanker Safety Guide (Liquefied Gas)
B8
SIGTT0:Liquefied Gas Handling Principles on Ships and Terminals
B17 R. Ffooks, Gas Carriers
B18 T. W. V. Woolcott, Liquefied Petroleum Gas Tanker Practice
R1
R2
R4
R4.1
R4.2
- .
R4.3
R7
R8
R9
R11
lnternational Convention for the Safety of Life at Sea, 1974 (SOLAS 1974))as amended
International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers (STCW 197811995)
lnternational Convention for the Prevention of Pollution from Ships, 1973178 (MARPOL)
Regulations for the Prevention of Pollution by Oil (Annex I of MARPOL)
Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (Annex II
of MARPOL)
Regulations for the Prevention of Air Pollution from Ships (Annex VI of MARPOL)
Medical First Aid Guide for Use in Accidents Involving Dangerous Goods
Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk (BCH Code), as amended
lnternational Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code), as amended
Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, as
amended (GC Code)
R13
International Code for the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk, as aniended (IGC Code)
Guidelines for the Development Of Shipboard Oil Pollution Emergency Plans
TI
T2
T3
Safety in Oil Tankers

Safety in Chemical Tankers
Safety in Liquefied Gas Tankers
R12
The booklets T I , T2 and T3, published by the International Chamber of Shipping, should be
provided to each participant (if sufficient supplies can be obtained) for hislher own reference
and use.
The course outline and timetable provide guidance on the time allocation for the course
material, but the instructor is free to modify this if it is felt necessary. The detailed teaching
syllabus must be carefully studied and, where appropriate, lesson plans or lecture notes
compiled. An example of a lesson plan is attached at the end of Part D.
It will be found that on most topics the syllabus is self-explanatory and the bibliographic
material shown in the appropriate column of the syllabus gives useful background information
for the instructor.
The sketches and diagrams reproduced in Appendices 2 and 3 provide examples of the kind of
material useful in supporting the presentation of the course. The diagrams may require
enlargement for use on overhead projectors.
Preparation is essential if the course is to be effective and successful.
Throughout the course it is important to stress that, aboard ship, rules and reguhtions must be
strictly observed and all precautions taken to maximize safety with rr~inimumeffect on the
environment.
The syllabus must be studied carefully and lesson plans or lecture notes compiled where
appropriate.
PART D: INSTRUCTOR MANUAL
Guidance Notes
IIntroduction
1.IThe course
This is a brief explanation of the course, its background and its purpose. It should include a
short presentation of the International Conver~tionon Standards of Training, Certification and
Watchkeeping for Seafarers, 1995 (STCW 1995), and the mandatory minimum requirements
for training set out in the Convention should be explained.
Reg~,~lationV/I
of the STCW 1995 Convention (reference R2) provides necessary background,
but a block diagram illustrating the training sequences could be used for giving the trainees a
general view of the requirements for training and qualifications of personnel on tankers (see
Appendix 3 of this course).

lmportantstages in the development of tankers and oil shipping
'This is a brief review of the way in which tankers carrying oil, petroleum and its products have
developed. "Tanker Handbook for Deck Officersn (reference B2) will provide sufficient
informatior)in respect of dates, the first ships carrying oil in barrels, their development into tanktype vessels and subsequent development into the modern forms.
Simple diagrams similar to figure 1.4 in Appendix 2, showing the introduction of longitudinal
bulkheads to form tank spaces, the placing of machinery aft and the use of pump-rooms, would
assist the presentation. Such diagrams and others as shown in figures 1.5 to 1.I3 are also
useful in showing present tanker forms.
The list of the important stages in the development of tarrkers and oil shipping is given in
Appendix 2, figure 1.I.
lmportant stages in the development of bulk chemical shipping

'This is a brief review of the way in which chemical tankers have developed from the start of
transport of liquid chemicals by sea. Given below are the irrrportant stages in the development
of chemical shipping. Reference B4 can be consulted for additional information. The lesson
should be supported by sketches of the old conventional oil tankers and the modern chemical
tankers, illustrating similarities and differences (see figure 1.6 of Appendix 2).
The list of the important stages in the development of bulk chemical.shipping is given in
Appendix 2, ,figure 1.2.
lmportant stages in the development of liquefied gas shipping

TI- is is a brief review of the way in which gas tankers have developed since the start of shipping
of liquefied gas around 1930.
The following references can be consulted for additional information: B7and B17.
The list of the important stages in the development of liquefied gas stripping is given in
Appendix 2, figure 1.3.
Here, the objective is to define in simple terms the variety of cargoes that are carried in different
types of tankers specifically designed to contain and handle them.
Oil cargo
The lesson should start with a definition of oil and an introduction to the corrlmon oil cargoes as
listed in Appendix 2, figure 1.14. The list should be given as handouts to the trainees. It should
explain tankers for different types of oil cargoes.
Reference: 62
Chemical cargo
This lecture should start with a definition of a cherr~icaland an introduction to some common
chemicals, as listed in Appendix 2, figure 1.15. It should be explained that chemical tankers
also carry clean oil products and a variety of products which would normally be considered
unrelated to chemicals, such as wine, molasses and animal and vegetable oils.
A list of names of products, as in chapters 17 and 18 of the IBC Code (reference R9), should
be given as handouts to the trainees to indicate the nurr~berof cargoes suitable for bulk
transport on chemical tankers. It should also be explained that the large number of cargoes
may be grouped into four categories and these categories should be briefly introduced.
Reference: B4
Liquefied gas cargo
This lesson should start with the definition of a liquefied gas, in simple terms, and should also
explain the specific definition used in the IMO Gas Carrier Codes.
A list with names of products, as in the Gas Carrier Codes, should be given in the form of a
handout to the trainees to indicate the number of products suitable for bulk transport in liquefied
gas tankers. An example of such a list is given in Appendix 2, figure 1.16 of this manual.
The syllabus is self-explanatory and should give the necessary background material for this
lesson, but additional information on the subject can be found in references B8 and B17.
I.4 Tanker terminology
At the end of the course the trainees should bexable to define terminology and explain
abbreviations commonly used on board oil, chemical and liquefied gas tankers and in terminals.
References B1, B3, B4, 67 and B8 each provide a 'dictionary of terms'. It is not considered
necessary to spend lesson time going through a dictionary of terms, but the most commonly
used trade terms should be explained and used intentionally during the course so that they will
become farr~iliarto the trainees.
It w o ~ ~be
l d useful to discuss and explain some of the more complicated or technical terms or
definitions, such as airlock, anaesthetics, anti-static additive, autoignition, boil-off, dangerous
area, earthing, explosion-proof, flame screen, flammable, flammable range, flashpoint, gasfree, gas-free certificate, hot work, inert condition, petroleum, petroleum gas, pour point,
pressure surge, purging, spontaneous combustion, static electricity, TLV and toxic vapour.
There may be other terms or definitions which are not listed or which may require further
elaboration; these can be added to the list or dealt with during presentations.
For convenience, the combined list of technical terms extracted from B1, B3 and B8 is given in
Appendix 1.
I.5 Rules and regulations
This lesson should give'a brief introduction to the rules and regulations that govern bulk
transport of oil, chemicals and liquefied gases by sea. The development of international control
is described in outline in B2, but at this basic level it is sufficient to establish that international
control is now described as reasonably tight, as a result of the IMO conventions MARPOL,
SOLAS and, for training, STCW Convention.
64
This can be done by a short presentation of the following:

International Convention for the Safety of Life at Sea (SOLAS 1974) (RI);
International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) -Annex
I (R4.1) and Annex I\(R4.2);
IMO Chemical Codes (R8 and R9); and
IMO Gas Carrier Codes (R11 and Rl2).
The instructor should also focus upon national rules and classification society rules.
2.1 Basic physics
The purpose of this lesson is to explain in simple terms the basic structure of atoms and
molecules, the physical properties and simple laws of physics related to carriage of liquid cargo
in bulk. The concept of electrostatic charge generation is introduced at this stage to provide an
understanding of electrostatic hazards in the subsequent lessons.
Definitions of some of the terms are covered in section 1.4 "Tanker terminology".
Reference should be made to 61, 63 and 68.

The purpose of this lesson is to familiarize the trainees with the basic chemical symbols and
structure and the properties of different cargoes and/or groups of cargoes. 'The instructor
should start with a description of atoms and explain the periodic system and the PeriodicTable.
Reference Appendix 2, figures 2.3 and 2.4. A chemical reaction and the forming of simple
molecules should then be explained, using the most common examples.
The hydrocarbon structure
The aim here is to try and keep things simple and avoid complication. The essential message is
that petroleum is made up of several different hydrocarbon molecules with molecular weights
(or molecular masses) ranging from light to heavy. Although the structure consists of hydrogen
atoms linking into carbon atoms, for simplicity it is only necessary to mention carbon atoms at
this basic level to present a picture of a whole range of petroleum molecules, with the lightest
molecules'(such as methane, propane and butane, which are gaseous at atmospheric
pressure) containing only small numbers of carbon atoms, with of course an appropriate
number of linked hydrogen atoms.
As more carbon atoms (with an appropriate number of linked hydrogen atoms) are used to form
the petroleum molecule, so the molecule will become heavier and have a higher boiling
temperature at atmospheric pressure.
A simple diagram (below) shows the approximate numbers of carbon atoms (plus their linked
hydrogen atoms) forming the petroleum molecules. As it leaves the well bore, the petroleumwill
comprise a whole range of molecules from light to heavy (also refer to Appendix 2, figures 2.6
and 2.7).
Gaseous
Liquid
6 L
25
up to 6 carbon atoms
up to 25 carbon atoms
Solid
L
carbon atoms per molecule
over 25 carbon atoms
The lightest molecules, methane, are stripped off at the well head together with any earthy
solids; the remaining petroleum is termed CRUDE OIL. The process of refining the crude oil will
produce a number of FRAC1-IONS. Each fraction will consist of a range of petroleum

molecules, which at atmospheric pressure and temperature will be gaseous, liquid or solid.
Mention car1 be made of the products in common use, such as:
methane (industrial gas)
propane gas (industrial and domestic)
butane gas (mainly domestic)
motor spirit (petrol)
paraffin
gas oil
diesel oil
heavy fuel oil
gaseous at
atmospheric pressure
and temperature
liquid at atmospheric pressure
and temperature
greases
semi-solid or solid
wax
bitumen
solid at atmospheric
pressure and temperature
Reference can also be made to 6 2 for properties of oil.

The purpose of this lecture is to familiarize the trainees with cargo properties and the terms
used to describe the properties of oil, chemicals and gases. The learning objective is to make
the trainees able to read and understand the necessary data given in the ICS or other Cargo
Data Sheets. The physical properties of oil, chemical and gases that are important in their
containment, handling and transportation are explained and discussed.
If the necessary apparatus is available, some or all of the tests to evaluate these properties can
be demonstrated or carried out as a group exercise.
After the explanation and discussion of the topics listed in the syllabus under section 2.3, a
Cargo Data Sheet should be gone through with the trainees, applying the topics learned to get
the necessary knowledge of a common cargo. The Data Sheets in figures 4.1 a to 4.lc and 4.2a
to 4.2b of Appendix 2 can be used for this purpose.
References 61, 62, 63 and 68 give information relating to cargo properties.

The toxic effects should be dealt with at some length to ensure that the trainees have a good
appreciation of the dangers and hazards due to oil, chemicals and liquefied gas.
References: 6 1 , 6 3 and 6 8
3.2 Fire hazards

References 61, 63, 67 and 68 provide information on fire hazards on board tankers.
References T I , T2 and T3 are also useful for this lesson. Figure 3.1 of Appendix 2 can be used
when explaining the elements of fire or combustion.
The material relating to fire theory and control need only be a brief review, as all participants
will have attended an approved fire-fighting course (regulation V/1 of STCW).
3.3 Health hazards

The purpose of the lesson is to identify the different types of health hazards posed by the
cargoes on tankers.
Reference B1 covers the toxicity hazards of petroleum and its products.
Reference B3 gives a rather thorough coverage of the health hazards from chemicals.
Reference B8 covers the health hazards of liquefied gases or their vapours.
The small handbooks T I , T2 and T3 cover the same topic more generally.
Pollution should be defined and discussed. Candidates are to be made aware that tankers are
a major source of marine pollution. Various effects of pollution on the environment should be
discussed.
References: B1, B2, B7 and some general information from T I , T2 and T3
References 63, 64, B7 and B8 give details of various reactivity hazards and a sample cargo
compatibility chart.
A brief introduction to be given on the corrosive effect of chemicals on human tissues and on
the ship's equipment and structure. Emphasis should be given to safe working practices
followed to avoid coming in contact with corrosive cargoes and that appropriate protective
clothing is used and precautions are taken while handling such cargo.
Trainees should be made aware that some highly corrosive cargoes will require special
materials for tank construction and cargo systems.
References: 64 and 65
Hazards from liquefied gas

References 67 and B8 deal thoroughly with the hazards associated with liquefied gas. The
small handbook entitled "Safety in Liquefied Gas Tankers" (reference T3) covers the same
topicmore,generally.
4 Hazard control
-The purpose of the lesson is to make the trainees aware of the contents of the Safety Data
Sheets and be able to read and understand the necessary data given in the ICS or other Cargo
Data Sheets.
The topics s h o ~ ~be
l d explained and discussed using a Cargo Data Sheet. The instructor should
guide the trainees in.extracting information from a Cargo Data Sheet relevant to the safe
handling.and transportation of cargo. The Data Sheet in Appendix 2, figures 4.la to 4.lc can
be used for this purpose.
The instructor should highlight the various methods used in controlling the hazards on tankers.
The hazards are categorized into fire, health, environmental, reactive and corrosion hazards.
Trainees should be made aware that certain measures can be put in place to control two or
more hazards simultaneously.
TANKER FANllLlARlZATlOlV
The syllabus provides the necessary information on the subject to base the lesson on, but
references B l , 82, B3, B4, B7 and B8 can be consulted for additional information.
5 Safety equipment and protection of personnel

5.1 Safety measurivg instruments
Reference B8 gives information on instruments for atmosphere evaluation.
Regulations regarding equipment for evaluation of tank atmosphere are given in references R9
and Rl2.
Trainees should be drilled in the use of:
- portable oxygen meter
- portable explosion meter
- toxic gas meter (chemical absorption tubes)
5.2 Specialized fire-extinguishing.appliances
As all trainees would have attended a fire-fighting co~.lrse, stress need only be given to
specialized fire-fighting appliances applicable to tankers. Figure 5.1 of Appendix 2 of this
manual can be used.
5.3 Breathing apparatus, tank evacuating, rescue and escape equipment
Reference B8 and the small booklet T I provide information on breathing apparatus.
Trainees sho1.11dbe drilled in the use of:
- self-contained compressed-air breathing apparatus
filter-type respiratory protection for emergency escape
- a complete set of safety equipment
stretcher and tank evacuating equipment

References B7 and B8 provide information on protection and safety equipment. Regulations
regarding this subject may be found in references R9 and R12.
Trainees should be made familiar in the use of protective clothing.
5.5 Resuscitators
Regulations regarding this subject may be found in references R9 and R12.
Trainees should be drilled in the use of resuscitation equipment.
5.6 Safety precautions and measures
This section deals with three topics regarding safety precautions and measures:
- Tank atmosphere evaluation
- Accommodation
- Precautions against fire
The section is intended to provide the trainees with the best possible understanding of different
safety aspects and of the necessity of safe working routines on board.
References B l , B3, B7, B8, T I , T2 and T3 provide information on all of the three topics
additional to that in the syllabus.
Regulations regarding tank atmosphere evaluation and accommodation may be found in

references R9 and R12.
The various reasons for pollution by tankers should be discussed. References B1, B2 and T I
provide information on pollution.
6.2 Prevention of marine pollution The section is divided into prevention of marine pollution by oil tankers, chemical tankers and
liquefied gas tankers, at sea and in port. The trainee should be made aware of regulations
adopted by IMO regarding marine pollution.
Reference: R4, Annex I and Annex II

The instructor should explain that air pollution is a matter of growing international concern.
Trainees should be made aware that there may be local or national rules which must be
complied with.
A definition of volatile organic corr~pounds(VOCs) is given in Appendix 1. Trainees should be
directed to regulation 15 of Annex VI of MARPOL 73/78.
Reference: R4, Annex VI
6.3 Measures t o be taken in the event of spillage
This lecture essen,tiallyfocuses on the actions to be taken on board upon the occurrence of a
spill and the importance of prorr~ptnotification to all relevant authorities.
6.4 SOPEP
Trainees should be briefed on the importance of SOPEP in assisting the ship's officers to take
quick action in an event of oil spillage.
Reference can be made to R4.1 and R13.

The essentil message of this lecture is that safety regulations, good communication and the
best possible co-operation between ship and terminal are fundamental to the safety of
material when alongside a terminal.
personnel and
-,
The routines and responsibilities of personnel on watch should be elucidated and discussed.
Information related to this section can be obtained from references B1, 6 6 and 68.
This section covers the aspects of emergency operations on board. It includes emergency
measures, organizational structure, alarms, emergency procedures and first-aid treatment. 'The
syllabus provides the necessary guidelines for this topic.
Reference can be made to B1, B2 and B7.
The main purpose for first-aid treatment is to emphasize the importance of familiarizing with the
'emergency procedures' in the Cargo Data Sheet of the cargo carried. In the event of an
accident involving cargo, the trainee should be able to take proper action as recommended in
the Cargo Data Sheet.
Text covering first-aid treatment for accidents involving cargo can be found in references R7,
B7 and B8.
69
8 Cargo equipment
8.1 General cargo-handling equipment on board oil tankers
Oil cargo containment and handling
This section deals with the arrangement and equipment on board oil tankers and combination
carriers. Information relating to this section can be obtained from B2; there is also some
information on pumping and pipelines and for measurement of the cargo level (figures 8.7 to
8.1 1 of Appendix 2).
8.2 General cargo-handling equipment o n board chemical tankers

Ship types and arrangements
This section deals with the design and arrangements of chemical tankers.
Tankers for chemicals
This section deals with the design and arrangements of tankers involved in transportation of
chemicals in bulk. It is essential for the further progress of the course that the trainees are
familiar with the different types and arrangements of chemical tankers when they have
corr~pletedthis section of the course.
General ship arrangement
The purpose of this lectue is to describe general arrangements of a chemical t a w h e

+
essential message is th8&&egation.and s-eparah of cargoes are'fundam-entalto the safety of a chemical taker.
.
I
This section deals with tank types; construction materials, cargo equipment and cargo systems
on chemical tankers.
Survival capability and tank location
The purpose of this lecture is to explain some of the considerations for the IMO grouping of
chemical tankers and the relationship between ship-type requirements and the cargo carried. It
is essential to point out that a chemical tanker may have sections of its cargo tanks that provide
different degrees of protection.
Tanks, piping and hoses
The purpose of this lecture is to describe generally the different tank types in the cargo area
and systems for loading and unloading cargo and ventilating cargo tanks. The ship's cargo
hoses are frequently a part of these systems, and it is therefore important to discuss correct
handling of the hoses.
Constructional materials and coatings
The aim of this lecture is to familiarize the trainees with constructional materials and linings of
cargo tanks and cargo piping on cherl-~icaltankers. It should be emphasized that it is most
important that stainless steel and tank coatings are handled correctly and that tank coating
guides and maintenance instructions are strictly followed by ship's personnel.
Text on the subject, additional to that of the syllabus, may be fol-~ndin reference 84. The IMO
requirements regarding materials of construction are set out in the IBC Code (reference R9).
Figure 8.26 of Appendix 2 may be used for illustration of the different types of tank materials
and how these are used in the layout of cargo tanks of a particular chemicallparcel tanker.
Pumps and eductors
The purpose of this lecture is to describe common types of cargo pump found on chemical
tankers. It is also important that the safety aspects concerning the different types and
arrangements of pumps are discussed and summarized.
70
Cargo heating systems
The purpose of this lecture is to describe generally the different cargo heating systems. The
safety aspects concerning their use should be discussed and summarized.
Tank-washing and slop-retaining systems
The purpose of this lecture is to describe generally the tahk-washing and slop-retaining
systems.
Inert-gas systems
The purpose of this lecture is to explain the term 'inert gas', to describe the different types and
uses of inert gas and to describe the arrangement of an inert-gas generator. It is irr~portantto
call attention to the composition of inert gas produced in an inert-gas generator and the
potential hazards that some of these constituent gases may pose. (Figure 8.34 of Appendix 2)
Instrumentation
The main purpose of this lecture is to describe different gauging devices used in cargo tanks
and to exptain how the user of the device may be exposed to the cargo vapour. Necessary
precautions to avoid this potential hazard should be discussed.
8.3 General cargo-handling equipment on board liquefied gas tankers
Cargo containment systems
This section deals with k e design and arrangements of various types of tanks. The purpose of
this lecture is to describe generally the different cargo containment systems on liquefied gas
tankers and the cargoes normally carried in these tanks. It is essential to call attention to the
following points:
tank design and location

tank support
- tank material.
The syllabus, figures 8.36 to 8.41 and!.the following notes should give the necessary
background material for .this lesson, but additional information on the subject will be found in
references T3, B7, B8, B16 and R12.
lndependent tanks, type A (MARVS < 0.7 bar)
Independent~tanksof type A are prismatic and supported on insulation-bearing blocks and

located by anti-roll chocks and anti-flotation chocks. The tanks are normally divided along their
centreline byia liquid-tight bulkhead; by this feature, together with the chamfered upper part of
the tank, the free liquid surface is reduced and the stability is increased. When these cargo
tanks are designed to carry LPG (at -50 "C), the tank is constructed of fine-grained low-carbon
manganese steel.
The Conch design has been developed for carriage of LNG (at -1 63 "C). The material for these
cargo tanks has to be either 9% nickel steel or aluminium.
lndependent tanks, type B (MARVS < 0.7 bar)
lndependent tanks of type B are normally spherical and welded to a vertical cylindrical skirt,
which is the only connection to the ship's hull This containment system has been used for
carriage of LNG. The material of construction is either 9% nickel steel or aluminium.
lndependent tanks, type C (MARVS < 0.7 bar)
Independent tanks of type C are cylindrical pressure tanks mounted horizontally on two or more
cradle-shaped foundations. The tank may be fitted on, below or partly below deck and be both
longitudinally and transversely located. To improve the poor utilization of the hull volume, lobetype tanks are commonly used at the forward end of the ship. -This containment system is used
71
TANKER FAMILIARIZAl-ION
for LPG and LEG. The material, if used for the construction of tanks designed to carry ethylene,
is 5% nickel steel.
Membrane tanks (MARVS normally < 0.25 bar)
Merrlbrane tanks are not self-supporting tanks; they consist of a thin layer (membrane),
normally not exceeding I mm thick, s~.~pported,through insulation, by the adjacent hull
structure. The membrane is designed in such a way that thermal and other expansion or
contraction is compensated for, and there is no undue stressing of it. The membrane design
has been developed for carriage of LNG. The material of construction is lnvar steel (36% nickel
steel) or 9% nickel steel.
Semi-membrane tanks (MARVS normally < 0.25 bar)
Semi-membrane tanks are not self-supporting; they consist of a layer which is supported,
through insulation, by the adjacent hull structure. -The rounded parts of the layer are designed
to accommodate thermal expansion and contraction, and other types thereof. The semimembrane design has been developed for carriage of LNG, and the material of construction is
9% nickel steel or aluminium.
Integral tanks (MARVS normally < 0.25 bar)
Integral tanks form a structural part of the ship's hull and are influenced by the same loads
which stress the adjacent hull structure, and in the same manner. 'Tliis form of cargo
containment is not normally allowed if the cargo terrlperature is below -10 "C. Today, this
containment system is partly used on some LPG ships dedicated to the carriage of butane.
The liquefied gas tanker

Gas tanker types
'The purpose of this lecture is to describe generally the different types of liquefied gas tanker
and the relationship between the cargo carried, carriage conditions and names normally used
on these ship types.
-The syllabus, figures 8.42 and 8.43 of Appendix 2, and the following notes should give the
necessary background material for this lesson, but additional information related to this section
can be found in references T3, B7, B8 and B16.
(a) LEG/LPG/chemical ships
These ships carry both liquefied gases and-chemicals;and are designed in accordance with the
IMO's Chemical and Gas Carrier Codes. The ships are semi~pressurizedand the maximum
pressure in the cargo tank is normally 3 to 4 bar. 'The cargo tanks are independent type C and
are constructed of stainless steel. In addition to the ordinary reliquefaction plant, an indirect
plant may be installed on these ships. This makes it possible for the ships to cool cargoes
which should not be exposed to high temperatures, to high pressures or to reactive agents.
(b) Chlorine ships
Chlorine is extremely toxic. This toxicity has made severe demands on the design of ships
carrying chlorine. -These ships have to be of the fully pressurized type, and the designed
maximum pressl-ire in the cargo tank must be greater than the vapour pressure at 45 "C, which
is 13.5 bar. The cargo tanks usually have insulation and the cargo is cooled by an indirect
reliquefaction system. Ur~loadingof chlorine is done by pressurizing the cargo tanks.
Additional information on the requirements for handling chlorine can be found in reference R12.
Layout of a general gas tanker
The purpose of this lecture is to describe the general arrangement of a gas tanker. The
essential message is that the use of segregation, separation and airlocks is fundamental to the
safety of the gas tanker.
The syllabus and figure 8.43 of Appendix 2 should give necessary background niaterial for this
lesson, but additional information on the subject can be found in references B7, 68, 616 and
R12.
Survival capability and tank location
The purpose of this lectl- re is to explain some of the factors resulting in IMO's grouping of gas
tankers, and the relationship between ship type requirements and the cargo carried. It is
essential to point-out that cargoes commonly carried on gas tankers require ship type 2G and
2PG. The major differences between these ship types are that a ship of type 2G has a MARVS
of less than 7 bar and a ship of type 2PG has a MARVS of greater than 7 bar.
The syllabus gives the necessary background material for this lesson, but additional information
on the subject can be found in references B7, 68 and R12.

This section deals with cargo systems, cargo equipment and instrumentation on liquefied gas
tankers.
Tanks, piping and valves
The purpose of this lecture is to describe generally the cargo piping arrangement and the
common use of this piping.
The syllabus and figure 8.45 give the necessary background material for this lesson, but
additional information on the SI-~bject
can be found in references B7 and 68.
Pressure-relief and vacuum-protection system
The purpose of this lecture is to describe the systems that give an automatically controlled
protection against too high or too low a pressure within the cargo-handling system. It is
essential to point out that the safety depends on correct maintenance of these systems.
The syllabus and ,figures 8.46 and 8.47 give the necessary background material for this lesson,
but additional information on the subject can be found in references B7, B8 and R12.
Pumps and unloading systems
The purpose of this lecture is to describe pumps and unloading systems. It is necessary to
relate the types of cargo pumps on gas tankers to the properties of the cargo and to the
requiremenfs of the installation of the pumps. Explanation and discussion about general
handling of:$-centrifugal
-- .
pump is important.
The syllabus, figures 8.30, 8.48 and 8.49, and the following notes should give the necessary
background material for this lesson, but additional information related to this section can be
found in references B7 and B8.
Pumps on liquefied gas tankers
There are a number of different types of pump. Each type has its own special properties and
therefore, particular advantages and drawbacks. Two main factors make the pumping of
liquefied gas rather extraordinary - its properties and the requirements for the installation of the
pumps.
One common property of the products carried on liquefied gas tankers is a low boiling point.
Most of these cargoes are carried at their boiling point. To understand the influence of the
cargo's property on pumping we have to look closer at the term "suction lift".
If a pipe is submerged into cold water and the air inside the pipe is drawn off, the water level
rises inside the pipe (see figure 8.5). This is a result of the difference between the pressure
inside the pipe and the atmospheric pressure. When the pressure inside the pipe is equal to the
water's vapour pressure, the water starts to boil. It is then physically impossible to raise the
water level any further. The level, also called "suction lift", is approximately 10 metres for fresh
water.
If the water is replaced by fully refrigerated propane and we start drawing off vapour from the
pipe, the liquid will just boil off and, because of this, it is then impossible to reduce the pressure
in the suction pipe; therefore, the liquid level will not rise in the pipe, i.e. there will be no suction.
As a consequence of this, a cargo pump on liquefied gas tankers has to be installed at a level
below the surface of the liquid in the cargo tank.
IMO regulations require all connections to a cargo tank to go via the cargo dome area.
Together with the above-mentioned conclusion, the only possible alternative area for installing
a cargo pump on refrigerated gas tankers is inside and at the bottom of the cargo tanks.
It is impractical to mount piston and screw pumps in this position because of the constructional
corrlplexity of these pumps. Centrifugal and eductor pumps are simple in design, have few or
no mechar~icalmoving parts and are easy to maintain. From this point of view, the alternatives
for pumping liquefied gas are centrifugal and eductor pumps.
An eductor pump is simple in design and is cheap to produce. But this pump has some major
drawbacks. The pump has low efficiency and the propellant has to be corr~patiblewith the
cargo. 'rt-lis means that the eductor pump can never be a main cargo pump on liquefied gas
tankers, but only an auxiliary pump.
The centrifugal pump has none of these drawbacks and gives today the best practical solution
to the pumpirrg of a liquefied gas. The centrifugal pumps fitted aboard refrigerated gas tankers
are either deepwell or submerged pumps.
gas tankers, the centrifugal pump may be mounted on deck. This is
On fully press~~rized
possible because the high pressure inside the cargo tanks delivers the cargo liquid to the
pump's suction. During discharge, the high pressure in the tank is maintained by compressors.
Cargo heaters and cargo vaporizers
The purpose of this lecture is to describe generally the use of cargo heaters and vaporizers.
The syllabus and figures 5.8 and 5.9 give the necessary background material for this lesson,
but additional information on the subject can be found in references B7 and B8.
Reliquefaction systems and control of boil-off
In this lecture it is important to explain and describe in simple terms the different ways of
controlling boil-off. In order to understand a simplified reliquefaction process, it is essential to
be familiar with the relationship between vapour pressure and temperature and between vapour
pressure and boiling point.
The syllabus and figures 8.53 to 8.56 give the necessary background material for this lesson,
but additional information on the subject will be found in references B7 and B8.
Cargo compressors
The purpose of this lecture is to describe generally the different cargo compressors commonly
used in reliquefaction plants and the cargo operations in which they are used. 'The syllabus and
figures 8.57 and 8.58 give the necessary background material for this lesson, but additional
information on ,the subject will be found in references B7 and B8.
Inert-gas system
The purpose of this lecture is to explain the term "inert gas" and to describe the arrangement of
an inert-gas generator. It is important to call attention to the composition of inert gas and to the
potential hazards of some of these gases to operators.
The syllabus and figure 8.34 give the necessary background material for this lesson, but
additional,information on the subject can be found in references B7, B8 and R12.
Instrumentation
The purpose of this lecture is to describe the most important instruments used in cargo
handling and to explain how these instruments are fundamental to the safety of the gas tanker.
'The syllabus and figures 8.59 to 8.61 give the necessary background material for this lesson,
but additional information on the subject can be found in references B7, B8 and R12.
9 Cargo operations
The lecturers should.have in mind that a trainee is to be capable of assisting during cargo
operations on board, and may be part of the watchkeeping team in port. The aim is therefore to
make the trainees familiar with operational sequences. The duties and responsibilities of
personnel on watch during operations should also be focussed upon in this connection.
For oil tankers
'This section covers an introduction to the operation of oil tankers and is divided to address the
following topics:
Loading, loaded voyage, discharging, ballast voyage, tank cleaning, crude oil washing, use
of inert gas, purging and gas-freeing, tank cleaning and gasfreeing for repairs.
Reference B2 will provide information on the practical aspects. Reference should also be made
to B1.
For chemical tankers

This section covers an introduction to the operation of chemical tankers and is divided to
address six topics:
Cargo information, cargo planning, loading, unloading, tank cleaning and gasfreeing, slops
and slops disposal.
The purpose of the lessons under this section is to give the trainees a general explanation of
the different sequences in cargo, ballast and slop-handling operations and to show how these
are linked together.
'The cargo-handling, tank-cleaning, and slop-handling operations can be explained to the
trainees by using schematic drawings as found in figures 8.20, 8.23 8.24,9.1, 9.2 and 9.3 of
Appendix 2.
References B3, B4 and B5 provide additional text on chemical tanker operation.
For liquefied gas tankers

This section covers an introduction to the operation of liquefied gas tankers and is divided to
address the following topics:
Tank environment control, warming up, inerting, gas-freeinglaerating, purging, cooling down
References B7, B8 and R12 provide additional text on liquefied gas tanker operation.
Methods of liquefaction
The method to follow here is to give a simple explanation of how gas can be liquefied, and to
point out the relationship between temperature and pressure. That removal of heat and/or
pressurizing can be used for liquefaction can be illustrated in a simplified pressureltemperature
diagram as found in figure 2.1 of Appendix 2.
Tank environmental control
This section covers the general principles of cargo tank environmental control. These principles
address two main points in the safe and correct working procedures on board gas tankers:
- the control of the tank atmosphere to avoid accidents and/or contamination by cargo
.the control of temperature to avoid undue thermal stress on construction materials.
The syllabus is self-explanatory, and the methods of control listed can be explained to the
trainees by using schematic diagrams as found in figures 9.4 to 9.8 of Appendix 2. References
B7 and B8 provide additional information on this subject.
EXAMPLE OF A LESSON PLAN

COURSE:
Tanker Familiarization
Training Area:
MAIN ELEMENT
Specific learning objective
(in teaching sequence, with memory keys)
1.3
Llquefled gas cargo

What is liquefied gas?
-three stages of aggregation of matter
- their relationship to melting and boiling points
- vapour pressure
- significance of vapour pressure on boiling point
- general definition of gas
- which gases come under the Code in general
Cargoes transported by gas tankers are listed in the Gas
Carrier Codes
- not all gases complying with the Code criteria for vapour
pressure may be carried in ships
- those that may be carried are listed in the Code
- those that may be carried by a particular ship are listed in Its
Certificate of Fitness
-gas not listed in the Code may be carried by ships
- gas not listed in the ship's Certificate of Fitness may not be
carried by the ship
Division of liquefied gas cargoes into groups
- constituent gases of natural gases

- depending on number of carbon atoms, the boiling point of a
gas is higher
- methane, ethane, propane, butane, pentane, hexane,

heptane, octane, etc.
- as from pentane, the hydrocarbons are liquid at ambient
temperature
- LNG and LPG are naturally occurring gases
- LEG and chemical gases are manufactured
DURATION: 1 hour
LESSON NUMBER:
TEACHING
METHOD
IMO
REFERENCE
TEXTBOOKS,
BIBLIOGRAPHY
AIDS
Class
R4
88
V5
'IV
INSTRuCToR
TIME (MINS)
GUIDELINES
A1 para 1.3
5
A2 App 2
Fig 1.16
Appendix 1
Combined list of technical terms extracted from B1, B3 and B8.
Absolute temperature
The fundamental temperature scale with its zero at absolute zero and expressed either in
kelvin or degrees Rankine. One kelvin is equal to one Celsius degree or one centigrade
degree; one Rankine degree is equal to one Fahrenheit degree. To convert Celsius to kelvin,
add 273. To convert Fahrenheit to Rankine, add 460.
Absolute zero
The temperature at which the volume of a gas theoretically becomes zero and all thermal
motion ceases. Generally accepted as being -273.16 O C or -459.69 O F .
Acute toxic effect
The effect on man of a single exposure of short duration to high concentrations of toxic
compound or toxic vapour.
Adiabatic
Without transfer of heat. Adiabatic expansion is volume change in a liquid or gas with no heat
loss or gain involved.
Airlock
A separation area used to maintain adjacent areas at a pressure differential; e.g. an electric
motor room airlock on a gas carrier is used to maintain pressure segregation between a gasdangerous zone on the open weather deck and .the pressurized gas-safe motor room.
"Alcohol-type" foam
A fire-fighting foam effective against many water-soluble cargoes. It is also effective against
many non-water-soluble cargoes.
Anaesthesia
A total loss of feeling and consciousness or the loss of power or feeling over a limited area of
skin.
Anaesthetics
Chemicals which
produce anaesthesia.
- Antistatic additive
A substance added to a petroleum product to raise its electrical conductivity above 100
picosiemens/metre (pS/m) to prevent accumulation of static electricity.
Approved equipment
Equipment of a design that has been tested and approved by an appropriate authority such as
a Government or classification society. The authority should have certified the equipment as
safe for use in a specified hazardous atmosphere.
Aqueous
Indicating that the conipound is in solution in water.
Asphyxia
The condition arising when the blood is deprived of an adequate supply of oxygen, so that loss
of consciousness may follow.
Asphyxiant
A gas or vapour which, when inhaled, leads to asphyxia.
Auto-ignition
The ignition of a combustible material without initiation by a spark or .flame, when the material
has been raised to a temperature at which self-sustaining combustion occurs.
Auto-ignition temperature (Autogenous ignition temperature)
The lowest temperature to which a solid, liquid or gas requires to be raised to cause selfsustained combustion without initiation by a spark, flame or other source of ignition.
Avogadro's Law
Avogadro's Hypothesis. Equal volumes of all gases contain equal numbers of molecules under
the same conditions of temperature and pressure.
BLEVE
Boiling Liquid ExpandingVapour Explosion. Associated with the rupture under fire conditions of
a pressure vessel containing liquefied gas.
Boil-off
Vapour produced above the surface of a boiling liquid.
Boiling point
The temperature at which the vapour pressure of a liquid is equal to atmospheric pressure.
Boiling points, as quoted on the data sheets, are correct at a pressure of 760 mmHg, unless
indicated to the contrary.
Boiling range
Some liquids which are mixtures, OR which contain impurities, boil over a range of
temperatures known as the boiling range. When this occurs, the range will be stated on the
relevant data sheet. The lower temperature is that at which the liquid starts to boil.
Bonding
The connecting together of metal parts to ensure electrical continuity.
Booster pump
A pump used to increase the discharge pressure from another pump (e-g. a main cargo pump).
Bulk cargo
Cargo carried in cargo tanks and not shipped in drums, containers or packages.
Canister-type breathing apparatus
A respirator consisting of mask and replaceable canister filter through which toxic air is drawn
by the breathing effort of the wearer and the toxic elements are absorbed. A filter dedicated to
the specific toxic contaminant gas must be used. May be referred to as "cartridge" or "filter"
respirator.
Cargo area
That part of the ship which contains the cargo-containment system, cargo pump and
corrlpressor rooms, and includes the full beam deck area over the length of the ship above the
cargo containment. Where fitted, cofferdams, ballast or void spaces at the after end of the
aftermost hold space or the forward end of the forwardmost hold space are excluded from the
cargo area.
80
APPENDIX 1
Cargo conditioning
The maintaining of the cargo quantity without undue loss, of the cargo tank pressure within its
design limits, and of the desired cargo temperature.
Cargo containment system
The arrangement for containment of cargo, including, where fitted, a primary and secondary
barrier, associated insulation, interbarrier spaces and structure required for the support of
these elements.
Cargo handling
The loading, discharging and transferring of bulk liquid cargo.
Cascade reliquefaction cycle
A process whereby vapour boil-off from cargo tanks is condensed in a cargo condenser in
which the coolant is an evaporating refrigerant such as Freon 22. The evaporating refrigerant is
then passed:through a conventional seawater-cooled condenser.
Catalyst
A substance that starts a reaction or changes its speed without being itself chemically
changed. A catalyst which reduces the speed of a reaction is known as a negative catalyst.
Cathodic protection
The prevention of corrosion by electrochemical techniques. On tankers it may be applied either
externally to the hull or internally to the surfaces of tanks., At terminals, it is frequently applied
to steel piles and fender panels.
Cavitation
A process occurring within the impeller of a centrifi~galpump when pressure at the inlet to the
impeller falls below that of the vapour pressure of the liquid being pumped. Bubbles of vapour
which are formed collapse with considerable irr~pulseforce in the higher-pressure regions of
the impeller. Significant damage can occur to the impeller surfaces.
CEFlC
The European Council of Chemical Industries.
Certified gas-free
Certified gas-free means that a tank, compartment or container has been tested using an
approved testing instrument and proved to be sufficiently free, at the time of the test, of toxic or
explosive gases for a specified purpose, such as hot work, by an authorized person (usually a
chemist from shore) and that a certificate to this effect has been issued. If an authorized
person is not available, the test should be carried out by the Master or his appointed deputy
and the certificate will take the form of an entry in the tanker's logbook.
.
Certificate of Fitness
A certificate issued by the Administration of a country confirming that the structure, equipment,
fittings, arrangements and materials used in the construction of a gas carrier are in compliance
with the relevant IMO Gas Codes. Such certification may be issued on behalf of the
Administration by approved Classification Societies.
.
Chemical absorption detector

An instrument used for the detection of gases or vapours working on the principle of a reaction
occl-~rring
between the gas being sampled and a chemical agent in the apparatus.
Chronic toxic effect

The cumulative effect on man of prolonged exposures to low concentrations or of intermittent
exposures to higher concentrations of a toxic compound or toxic vapour.
Clingage
Oil remaining on the walls of a pipe or on the surfaces of tank interiors after the bulk of the oil
has been removed.
Closed gauging system (closed ullaging)
A system whereby the contents of a tank can be measured by means of a device which
penetrates the tank, but which is part of a closed system and keeps tank contents from being
released. Examples are the float-type systems, electronic probe, magnetic probe and protected
sight glass.
Coefficient o f cubical expansion
The fractional increase in volume for a 1 OC rise in temperature. 'The increase is 519 of this for
a IOF rise.
Cofferdam
-The isolating space between two adjacent steel bulkheads or decks. This space may be a void
space or ballast space.
Cold work
Work which cannot create a source of ignition.
Combustible-gas detector (explosive meter)
An instrument used to detect combustible hydrocarbon gases, generally using a heated
filament of a special metal to oxidize the gas catalytically and measure the gas concentration
as a percentage of its Lower Flammable Limit. No single instrument is suitable for all
corr~bustiblevapours.
Compatibility
'The ability of two or more compounds to exist in close and permanent association.
Combination carrier
A ship which is designed to carry either petroleum cargoes or dry bulk cargoes.
Combustible (also referred t o as "flammable")
Capable of being ignited and of burning. For the purposes of these guidance notes, the terms
"combustible" and "tlammable" are synonymous.
Corrosive liquids
Liquids which corrode normal constructional materials at an excessive rate. Usually they also
cause serious damage to human tissue and to the eyes.
Critical temperature
The temperature above which a gas cannot be liquefied by pressure alone.
Critical pressure
-The pressure of a saturated vapour at the critical temperature, i.e. the pressure required to
cause liquefaction at that temperature.
APPENDIX 1
Cryogenics
The study of the behaviour of matter at very low temperatures.
Cyanosis
A bluish discoloration of the skin, particularly about the face and extremities, which usually
occurs when the blood is not properly oxygenated by the lungs, and manifests itself particularly
in the area of the mouth and ears.
Dalton's Law o f Partial Pressures
The pressure exerted by a mixture of gases is equal to the sum of the separate pressures
which each gas would exert if it alone occupied the whole volume.
Dangerous area
An area on a tanker which, for the purposes of the installation and use of electrical equipment,
is regarded as dangerous.
Dangerous cargo endorsement
~ndorsement
to a certificate of competency of a responsible officer for him to serve as such on
a dangerous cargo carrier (i.e. oil or chemical or gas carrier).
Deepwell pump
A type of centrifugal cargo pump commorrly found on gas carriers. The prime mover, usually
but not always an electric motor, is flange-mounted on top of the cargo tank and drives,
through a long transmission shaft, the pump assembly located in the bottom of the tank. 'The
discharge pipe s~.~rroundsthe drive shaft and the bearings of the shaft are cooled and
lubricated by the liquid being PI-~mped.
Density
The mass per unit volume of a substance at specified conditions of temperature and pressure.
Dewpoint
The temperature at which the water vapour present in a gas saturates the gas and begins to
condense.
Dry chemical powder
A flame-inhiBlting powder used in fire fighting.
Earthing (also referred t o as "grounding")
The electrical connection of equipment to the main body of the earth to ensure that it is at earth
potential. On board ship the connection is made to the main metallic structure of the ship,
which is at earth potential because of the conductivity of the sea.
Endothermic
Referring to a process which is accompanied by absorption of heat.
Entry permit
A document issued by a responsible person permitting entry to a space or compartment durirrg
a specific time interval.
Explosimeter
See "Combustible-gas indicator".
Explosion-proof ("flame-proof ')

Electrical equipment is defined and certified as explosion-proof (flame-proof) when it is
enclosed in a case which is capable of withstanding the explosion within it of a hydrocarbon
gaslair mixture or other specified flammable gas mixture. It must also prevent the ignition of
such a mixture outside the case either by spark or flame from the internal explosion or as a
result of the temperature rise of the case following the internal explosion. -The equipment must
operate at such an external temperature that a surrounding flammable atmosphere will not be
ignited thereby.
Exothermic
Referring to a process which is accompanied by evolution of heat.
Explosive limivrange
See "Flammable range".
Filling density (for liquefied gases)
The "filling density" is defined as the percenLtahdth
weight of water the tank will hold at 15.56 "C (60 OF).
liquid gas in a tank

c y -
..
Filling ratio (for liquids)

That volume of a tank, expressed as a percentage of the total volume, which can be safely
filled, having regard to the possible expansion of liquid.
Flame arrester
A permeable matrix of metal, ceramic or other heat-resisting materials which can cool a
deflagration flame and any following combustion products below the temperature required for
the ignition of the unreacted flammable gas on the other side of the arrester.
Flame-proof
See "Explosion-proof'.
Flame screen
A portable or fitted device incorporating one or more corrosion-resistant wire-woven fabrics of
very small niesh used for preventing sparks from entering a tank or vent opening or, for a short
time, preventing the passage of flame. (Not to be confused with a flame arrester, see Instructor
Manual section 1.4)
Flammable (also referred to as "combustible")
Capable of being ignited and of burning. For the purposes of these guidance notes, the terms
"flammable" and "cornbustible" are synonymous.
Flammable range (also referred to as "explosive range")
The range of hydrocarbon gas concentrations in air between the lower and upper flammable
(explosive) limits. Mixtures within this range are capable of being ignited and of burning.
Flashlight (also referred to as "torch")
A battery-operated hand lamp. An approved flashlight is one which is approved by a competent
authority for use in a flammable atmosphere.
Flashpoint
The lowest temperature at which a liquid gives off sufficient gas to form a flammable gas
mixture near the surface of the liquid. It is measured in the laboratory in standard apparatus
using a prescribed procedure.
84
APPENDIX 1
Foam (also referred to as "froth")

An aerated solution which is used for fire prevention and fire fighting.
Foam concentrate (also referred t o as "foam compound")
The full-strength liquid that is received from the supplier, which is diluted and processed to
produce foam.
Foam solution
The mixture produced by diluting foam concentrate wi.th water before processing to make
foam.
Free fall
The unrestricted fall of liquid into a tank.
Freezing point (melting point)
The temperatures at which the liquid state of a substance is in equilibrium with the solid state,
i.e. at a higher temperature the solid will melt and at a lower temperature the liquid will solidify.
Freezing point and melting poiiif may not aGFscoincide, but they are sufficiently close to
enable the difference between them to be ignored for the purpose of this Guide. (See
"Supercoolingn)
Froth
See "Foamn.
Gas .
This term is used to cover all vapour or vapourlair mixtures.
Gas absorption detector
An instrument used for the detection of gases or vapours which works on the principle of
discolouring a chemical agent in the apparatus
Gas Codes
The Codes for the Construction and Equipment of ships carrying liquefied gases in bulk,
prepared and published by the International Maritime Organization.
Gasdangerous space3brzone
A space or zone within the cargo area which is not arranged or equipped in an approved
manner to ensure its atmosphere is at all times maintained in a gas-safe condition, or an
enclosed space outside the cargo area through which any piping passes which may contain
liquid or gaseous products unless approved arrangements are installed to prevent any escape
of product vapour into the atmosphere of that space.
Gas-free
A tank, compartment or container is gas-free when sufficient fresh air has been introduced into
it to lower the level of any flammable, toxic, or inert gas to that required for a specific purpose,
e.g. hot work, entry, etc.
Gas-free certificate
A certificate issued by an authorized responsible person confirrr~ingthat, at the time of testing a
tank, compartment or container, it was gas-free for a specific purpose.
Gas-safe
A space not designated as a gas-dangerous space.
Gauze screen (sometimes called "flame screen")

A portable or fitted device incorporating one or more corrosion-resistant wire-woven fabrics of
very small mesh used for preventing sparks from entering an open deck hole, or FOR A
SHORT PERIOD OF TIME preventing the passage of flame, yet permitting the passage of gas.
Grounding
See "Earthing".
Halon
A halogenated hydrocarbon previously used-in fire fighting which inhibited flame propagation.
Hard arm
An articl-dated pipework arm used in terminals to connect shore pipework to ship manifold.
Harmful
A general descriptive term for injurious effects on health that may be caused by chemicals.
Hazardous area
A hazardous area is one in which vapour may be present continuously or intermittently in
sufficient concentrations to create a flammable atmosphere or an atmosphere which is
dangerous for personnel.
Hazardous zone
See "Hazardous area".
Health hazard
A general descriptive term for the danger to the health of personnel presented by some
chemicals.
Heat of fusion
Ql~antityof heat required to effect a change of state of a substance from solid to liquid without
change of temperature. (Latent heat of fusion).
Heat of vaporization
Quantity of heat required to effect a change of state of a substance from liquid to vapolJr
without change of temperature. (Latent heat of vaporization).
Hold space
'The space enclosed by the ship's structure in which a cargo containment system is situated.
Hot work
Work involving sources of ignition or temperature sufficiently high to cause the ignition of a
flammable gas mixture. This includes any work requiring the use of welding, burning or
soldering equipment, blow torches, some power-driven tools, portable electrical equipment
which is not intrinsically safe or contained within an approved explosion-proof housing, sandblasting equipment, or internal-combustion engines.
Hot-work permit
A document issued by a responsible person permitting specific hot work to be done during a
specific time interval in a defined area.
APPENDIX 1
Hydrate
White, snow-like, crystalline substance formed at certain pressures and terr~peraturesby
hydrocarbons containing water.
Hydrate inhibitors
An additive to certain liquefied gases that is capable of depressing the temperature at which
hydrates begin to form. Typical depressants are methanol, ethanol, isopropyl alcohol, etc.
Hydrocarbon gas
A gas composed entirely of hydrocarbons.
Hydrolysis
The decomposition of a compound by the agency of water (H-OH) into two parts, one part
then combining with hydrogen (H) from the water and the other part with the hydroxyl (OH).
Hygroscopic tendency
The tendency of a substance to absorb moisture from the air.
IACS
lnternational Association of Classification Societies.
IAP H
lnternational Association of Ports and Harbours.
ICS
lnternational Chamber of Shipping.
IEC
lnternational Electrotechnical Commission.
IMO
lnternational Maritime Organization, the United Nations specialized agency dealing with
maritime affairs.
lncendive spark
A spark of sufficient temperature and energy to ignite a flammable vapour.
lnert condition
A condition in which .the oxygen content throughout the atmosphere of a tank has been
reduced to 8% or less by volume by addition of inert gas.
lnert gas
A gas or a mixture of gases, such as flue gas, containing insufficient oxygen to support the
combustion of hydrocarbons.
lnert gas distribution system
All piping, valves and associated fittings to distribute inert gas from the gas plant to cargo
tanks, to vent gases to atmosphere and to protect tanks against excessive pressure or
vacuum.
lnert gas plant
All equipment specially fitted to supply, cool, clean, pressurize, monitor and control delivery of
inert gas to cargo tank systems.
87
Inert gas system (IGS)

An inert gas plant and inert gas distribution system together with means for preventing backflow of cargo gases to the machinery spaces, fixed and portable measuring instruments and
control devices.
lnerting
The introduction of inert gas into H tank with the object of attaining the inert condition.
Ingestion
The act of introducing a substance into the'body via the digestive system.
Inhibited chemical
A chemical to which an inhibitor or additive has been added.
Inhibitor
A substance used to prevent any chemical reaction.
Insulating flange
A flanged joint incorporating an insulating gasket, sleeves and washers to prevent electrical
continuity between pipelines, hose strings or loading arms.
lnterbarrier space
The space between a primary and a secondary barrier of a cargo containment system, whether
or not completely or partially occupied by insulation or other material.
Interface detector
An electrical instrument for detecting the boundary between oil and water.
IN'TERTANKO
International Association of Independent Tanker Owners.
Intrinsically safe
An electrical circuit or part of a circuit is intrinsically safe if any spark or thermal effect produced
normally (i.e. by breaking or closing the circuit) or accidentally (e.g. by short circuit or earth
fault) is incapable, under prescribed test conditions, of igniting a prescribed gas mixture.
Irritating liquid
A liquid which, on direct contact with the eyes or skin, will cause, injury, burns or severe
irritation.
Irritating vapour
A vapour which will cause irritation of the eyes, nose, throat and respiratory tract. Such vapours
generally are immediately evident.
'
ISGOTT
lnternational Safety Guide for Oil Tankers and Terminals. P~nblishedjointly by ICS, 0 C I M F
and IAPH.
Isothermal
When a gas passes through a series of pressure and/or volume variations without change of
temperature, the changes are called "isothermal".
APPENDIX 1
Latent heat
The heat required to cause a change in phase of a substance from solid to liquid (latent heat of
fusion) or from liquid to vapour (latent heat of vaporization). These phase changes for singlecomponent systems occur without change of temperature at the melting point and the boiling
point respectively.
Liquefied gas
A liquid which has a saturated vapour pressure exceeding 2.8 bar absolute at 37.8 "C and
certain other substances specified in the IMO Codes.
LNG
Liquefied Natural Gas, the principal constituent of which is methane.
Loading overall
The loading of cargo or ballast "over the top" through an open-ended pipe or by means of an
open-ended hose entering a tank through a hatch or other deck opening, resulting in the free
fall of liquid.
'
Lower flammable limit (LFL)

The concentration of a hydrocarbon gas in air below which there is insufficient hydrocarbon to
support and propagate combustion. Sometimes referred to as "lower explosive limit (LEL)".
LPG
Liquefied Petroleum Gas. Mainly propane and butane, and can be shipped separately or as a
mixture.
Main deck
The steel deck forming the uppermost continuous watertight deck.
Manifold valves
Valves in a tanker's piping system immediately adjacent to the shiplshore connecting flanges.
MARVS
Maximum Allowable Relief Valve Setting of a cargo tank.
mmHg
The abbreviation for "n-~illimetres
of mercury" used as units of pressure.
Molar volume
'The volume occupied by one molecular mass in grams (g mole) under specific conditions. For
an ideal gas at standard temperature and pressure it is 0.0224 m3.
Mole
The mass that is numerically equal to the molecular mass. It is most frequently expressed as
the gram molecular mass (g mole) but may also be expressed in other mass units, i.e. kg mole.
At the same pressure and temperature the volume of one mole is the same for all perfect
gases. It is practical to assume 'that petroleum gases are "perfect" gases.
Mole fraction
The number of moles of any component in a mixture divided by the total number of moles in
the n-~ixture
TANKER FAMILIARIZA-TION
Mooring winch brake design capacity

The percentage of the breaking strength (when new) of the mooring rope, or of the wire it
carries, at which the winch brake is designed to yield. May be expressed as a percentage or in
tonnes.
Mooring winch design heaving capacity
The power of a mooring winch to heave in or put a load on its mooring rope or wire. Usually
expressed in tonnes.
Mucous membranes
Those surfaces lined with secretion; for example, the inside of the nose, throat, windpipe, lungs
and eyes.
Naked lights
Open flames or fires, lighted cigarettes, cigars, pipes or similar smoking materials, any other
unconfined sources of ignition, electrical and other equipment liable to cause sparking while in
use, and unprotected light bulbs.
Narcosis
A condition of profound insensibility, resembling sleep, in which the unconscious person can
only be roused with great difficulty but is not entirely indifferent to sensory stimuli.
Narcotics
Substances which produce narcosis.
NGL
Natural Gas Liquids. Liquid fractions found in association with natural gas. Ethane, propane,
butane, pentane and pentanes plus are typical NGLs.
Non-volatile petroleum
Petroleum having a flashpoint of 60 "C (140 O F ) or above as determined by the closed-cup
method of test.
OBO, OIUORE
See "Combination carrier"
OClMF
Oil Companies International Marine Forum.
Odoriser
Stenching compound added to liquefied petroleum gas to provide a distinctive smell. Ethyl
mercaptan is commonly used for this purpose.
Odour threshold
The smallest concentration of gas or vapour, expressed in parts per million (ppm) by volume in
air, that most people can detect by smell.
Open gauging
A system which does nothing to minimize or prevent the escape of vapourfrom tanks when the
contents are being measured.
Oral administration
-The introduction of a substance into the body via the mouth.
90
APPENDIX I
Oxidizing agent
An element or compound that is capable of adding oxygen or removing hydrogen; or one that
is capable of removing one or more electrons from an atom or group of atoms.
Oxygen analyserlmeter
An instrument for determining the percentage of oxygen in a sample of the atmosphere drawn
from a tank, pipe or compartment.
Oxygen-deficient atmosphere
An atmosphere containing less than 21% oxygen by volume.
Packaged cargo
Petroleum or other cargo in drums, packages or other containers.
Padding
Filling and maintaining the cargo tank and associated piping system with an inert gas, other
gas or vapour, or liquid, which separates the cargo from air.
Partial pressure
The pressure exerted by a constituent in a gaseous vapour mixture as if the other constituents
were not present. Generally this pressure cannot be measured directly but is obtained by
analysis of the gas or vapour and calc~~lation
by use of Dalton's Law.
Peroxide
A compound that is formed by the chemical combination of cargo liquid or vapour with
atmospheric oxygen or oxygen from another source. These compounds may in some cases be
highly reactive or unstable and constitute a potential hazard.
. ..
.
Petroleum
Crude oil and liquid hydrocarbon products derived from it.
Petroleum gas
A gas evolved from petroleum. The main constituents of petroleum gases are hydrocarbons,
but they may also contain other substances, such as hydrogen sulphide or lead alkyls, as
minor constituents.
pH
'This can be used as an arbitrary indication of the acidity of a solution. Its practical range is 0 to
14. pH 7 represents absolute neutrality. A value of 1 represents high acidity (e.g. dilute
hydrochloric acid) and 13 represents high alkalinity (e.g. a caustic soda solution).
Poison
A very toxic substance which, when absorbed into the human body by ingestion, skin
absorption, or inhalation, produces a serious or fatal effect. Notwithstanding the above,
corrosive liquids, such as acids (which, due solely to their corrosive nature, can be fatal if
ingested), should not be classed as poisons.
Poly
A prefix, meaning "many".
Polymerization
-The phenomenon whereby the molecules of a particular compound can be made to link
together into a larger unit containing anything from two to thousands of molecules, the new unit
91
being called a polymer. A compound may thereby change from a free-flowing liquid to a
viscous one or even to a solid. A great deal of heat may be evolved when this occurs.
Polymerization may occur automatically with no outside influence, or it may occur if the
compound is heated, or if a catalyst or impurity is added. Polymerization may, under some
circumstances, be dangerous.
Pour point
The lowest temperature at which a petroleum oil will remain fluid.
Pressurelvacui~mvalve (sometimes referred to as P N valve, breather valve)
A dual-purpose valve commonly incorporated in the cargo tank venting system of tankers, the
operation of which, when appropriately set, automatically prevents excessive pressure or
vacuum in the tank or tanks concerned. On a tanker, such a valve may be either manually
jacked open or by-passed when the vent system must handle large gas flows during loading or
gas-freeing.
Pressure surge
A sudden increase in the pressure of the liquid in a pipeline, brought about by an abrupt
change in flow velocity.
Pyrophoric iron s~.~lphide
Iron sulphide ,that is capable of a rapid exothermic oxidation, with incandescence, when
exposed to air which is capable of igniting flammable hydrocarbon gaslair mixtures.
Primary barrier
The inner structure designed to contain the cargo when the cargo containment system includes
a secondary barrier which will contain the cargo for a time should the primary barrier fail.
Purging
The introduction of nitrogen or suitable inert gas or suitable cargo vapour to displace an
existing atmosphere from a containment system.
The introduction of inert gas into a tank that is already in the inert condition, with the object of:
( I ) further reducing the existing content; or
(2) reducing the existing hydrocarbon gas content to a level below which combustion cannot be
supported if air is subsequently introduced into the tank.
Reducing agent
An element or compound that is capable of removing oxygen, or adding hydrogen, or one that
is capable of giving electrons to an atom or group of atoms.
Reid vapour pressure (RVP)
The vapour pressure of a liquid determined in a standard manner in the Reid apparatus at a
terr~pe.ratureof 100 OF (37.8 "C) and with a ratio of gas to liquid volume of 4:l.
Relative liquid density
The mass of a liquid at a given temperature compared with the mass of an equal volume of
fresh water at the same temperature or at a different given temperature (see 8.3.2).
Relative vapour density
The mass of a vapour compared with the mass of an equal volume of air, both at standard
conditions of temperature and pressure.
APPENDIX 1
Respiratory tract
The air passages from nose to lungs inclusive.
Responsible officer (or person)
A person appointed by the employer or the master of the ship and empowered to take all
decisions relating to his specific task, having the necessary knowledge and experience for that
purpose.
Responsible terminal representative, or Terminal representative
The shore supervisor in charge of all operators and operations at the terminal associated with
the handling of products, or his responsible delegate.
Restricted gauging system (also known as "restricted ullage system")
A system employing a device which penetrates the tank and which, when in use, permits a
small quantity of cargo vapour or liquid to be exposed to the atmosphere. When not in use, the
device is completely closed. The design should ensure that no dangerous escape of tank
contents (liquid or spray) can take place in opening the device.
Resuscitator
Equipment to assist or restore the breathing of a man overcome by gas or lack of oxygen.
Rollover
The phenomenon where the stability of two stratified layers of liquid is disturbed by a change in
their relative density resulting in a spontaneous rapid mixing of the layers, accompanied, in the
case of liquefied gases, by an increased evolution of vapour.
Sacrificial anode
The preferential corrosion of an active metal for the sake of protecting a more noble (less
reactive) metal. For example, a zinc anode immersed in an electrolyte (seawater) will, by
galvanic action, preferentially corrode and thereby protect the adjacent steelwork of a ship's
hull.
Safety relief valve
A valve fitted on a pressure vessel to relieve over-pressure.
Saturated vapour pressure
The pressure at which a vapour is in equilibrium with its liquid at a specified temperature.
Secondary barrier
The liquid-resisting outer element of a cargo containment system designed to afford temporary
containment of a leakage of liquid cargo through the primary barrier and to prevent,thelowering
of the temperatl- re of the ship's structure to an unsafe level.
Scale
Deposit or incrustation which may form on metal as a result of electrolytic or chemical action.
Self-reaction
The tendency' of a cherr~icalto react with itself, usdally resulting in polymerization or
decomposition. Self-reaction may be promoted by contamination with small amounts of other
materials.
Self-stowing mooring winch

A mooring winch fitted with a drum on which a wire or rope is made fast and automatically
stowed.
Shore Authority
The body responsible for the operation of a shore installation or shore equipment associated
with the handling of chemical cargoes.
SI (SystBme international) units
modelled on the metric system, consisting
An internationally accepted coherent system of ~.~nits,
of base units of length (metre), mass (kilogram), time (second), electric current (ampere),
thermodynamic temperature (kelvin), luminous intensity (candela) and amount of SI-~bstance
(mole).
SIGTTO
Society of International Gas Tanker and Terminal Operators Limited.
Slip tube
A device used to determine the liquid-vapour interface during the ullaging of semi-pressurized
and fully pressul-izedtanks. See "Restricted gauging".
'
SOLAS
International Convention for the Safety of Life at Sea, 1974.
Solubility
The solubility of a substance in water, at a specified temperature, is the maximum weight of
substance which will dissolve in a given weight of water, in the presence of undissolved
substance. The value is usually expressed as the number of grams of substance dissolving in
100 grams of water. In the case of liquid dissolving in liquid, the term "miscibility" is often used
instead of "solubility". Ethanol dissolves in water at ordinary temperatures in all proportions, and
is said to be completely miscible. A hydrocarbon and water, on the other hand, are immiscible.
Aniline and water are partially miscible.
Sour crude oil
A crude oil containing appreciable amounts of hydrogen sulphide or mercaptans.
Span gas
A vapour sample of known composition and concentration that is used to calibrate gasdetection equipment.
Specific gravity
The ratio of the weight of a substance at a temperature tl, to the weight of an equal volume of
fresh water at a temperature t2,where tl does not necessarily equal t2. Temperature will affect
volume; therefore the temperature at which the comparison was made is stated on each data
sheet, after the ratio.
e.g., S.G. =0.982 at 20 "CI15 "C.
"20 "C" referring to the temperature of the substance and "15 "C" referring to the terr~peratureof
the water.
Specific heat
The ratio of the thermal capacity of a substance to that of water. For a gas, the specific heat at
constant pressure is greater than that at constant volume.
APPENDIX 1
Spontaneous combustion
Ignition of a combustible material is termed "spontaneous" if the inherent characteristics of the
material cause a heat-producing (exothermic) chemical action, and thus ignition, without
exposure to external fire, spark or abnormal heat.
Static accumulator oil
An oil with an electrical conductivity 'less than 100 picosiemens/metre (pS/m), so that it is
capable of retaining a significant electrostatic charge.
Static electricity
The electricity produced on dissimilar materials through physical contact and separation.
Static non-accumulator oil
An oil with an electrical conductivity greater than 100 picosiemens/metre (pS/m), which renders
it incapable of retaining a significant electrostatic charge.
Stern discharge line
A cargo pipeline over the deck to a point terminating at or near the stern of the tanker.
Stripping
The final operation in pumping bulk liquid from a tank or pipeline.
Sublimation
The conversion of a solid direct into a vapour without melting, e.g. naphthalene. The
significance of sublimation is that there may be sufficient vapour above the solid for
combustion. In such a case the flashpoint may be lower than the freezing point.
Submerged pump
A type of centrifugal cargo pump commonly installed on gas carriers and in terminals in the
bottom of a cargo tank, i.e. with drive motor, impeller and bearings totally submerged when the
tank contains bulk liquid.
Supercooling
This takes place if a liquid drops in temperature below its freezing point without freezing.
Surge pressure
A phenomenon generated in a pipeline system when there is any change in the rate of llow of
liquid in the line. Surge pressures can be dangerously high if the change of flow rate is too
rapid, and the resultant shock waves can damage pumping equipment and cause rupture of
pipelines and associated equipment.
Systemic toxic effect
The effect of a substance or its vapour on those parts of the human body with which it is not in
contact. This presupposes that absorption has taken place. It is possible for chemicals to be
absorbed through skin, lungs or stomach, producing later manifestations which are not a result
of the original direct contact.'
Tank vent system
The piping system and associated valves, installed to prevent over-pressure and excessive
vacuum in cargo tanks.
Tanker
A ship designed to carry liquid petroleum cargo in bulk, including a combination carrier when
being used for this purpose.
Tension winch (automated or self-tensioning mooring system)

A mooring winch fitted with a device which may be set to maintain the tension on a mooring line
automatically.
Terminal
A place where tankers are berthed or moored for the purpose of loading or discharging
petroleum cargo.
Terminal representative
The person designated by the terminal to take responsibility for an operation or duty.
'Threshold limit value (TLV)
Concentration of gases in air to which it is believed personnel may be exposed 8 hours per day
or 40 hours per week throughout their working life without adverse effects. The basic TLV is a
Time-Weighted Average (TWA) and may be supplemented by a TLV-STEL (Short-Term
Exposure Limit) or TLV-C (Ceiling exposure limit, which should not be exceeded even
instantaneously).
Topping off
'The operation of completing the loading of a tank to a required ullage.
Topping up
The introduction of inert gas into a tank whictr is already in the inert condition, with the object of
raising the tank pressure to prevent any ingress of air.
Torch
See "Flashlight".
Toxic
Poisonous to human life.
Toxic liquid
A liquid which, if ingested or absorbed through the skin, causes bodily harm that may be
severe.
Toxic vapour
A vapour which, if inhaled, causes bodily harm that may be severe.
True vapour pressure ( N P )
The true vapour pressure of a liquid is the absolute pressure exerted by the gas produced by
evaporation from a liquid when gas and liquid are in equilibrium at the prevailing temperature
and the gaslliquid ratio is effectively zero.
Ullage
The depth of the space above the liquid in a tank.
Upper flammable limit (UFL)
The concentration of a hydrocarbon gas in air above which there is insufficient air to support
and propagate corr~bus.tion.Sometimes referred to as "upper explosive limit (UEL)".
Vapour
A gas below its critical temperature.
APPENDIX 1
Vapour density
The relative weight of the vapour compared with the weight of an equal volume of air at
standard conditions of temperature and pressure. Thus vapour density of 2.9 means that the
vapour is 2.9 times heavier than an equal volume of air, under the same physical conditions.
Vapour pressure
The pressure exerted by the vapour above the liquid, at a given temperature. It is expressed as
absolute pressure.'
Vapour seal-system
Special fitted equipment which enables the measuring and sarr~plingof cargoes contained in
inerted tanks without reducing the inert gas pressure.
Venting
The process of airlvapour release to and from cargo tanks.
Viscosity
The property of a liquid which determines its resistance to flow.
Void space
An enclosed space in the cargo area that is external to a cargo containment system and which
is not a hold space, ballast space, fuel or oil tank, cargo pump or compressor room or any
space in normal use by personnel.
Volatile petroleum
Petroleum having a flashpoint below 60 OC (140 OF), as determined by the closed-cup method
of testing.
Volatile liquid
A liquid which evaporates readily at ambient temperatures.
Volatile organic corr~pound(VOC)
Any volatile compound of carbon which participates in atmospheric photochemical reactions.
For regulatory purpose this may exclude carbon-dioxide, carbon monoxide, carbonic acid,
metallic carbides or carbonates, and ammonia carbonate, depending on regulatory body.
Volatility
The tendency for a liquid to vaporize.
Water fog
A suspension in the atmosphere of very fine droplets of water, usually delivered at a high
pressure through a fog nozzle for use in fire fighting.
Water spray
A suspension in the atmosphere of water divided into coarse drops by delivery through a
special nozzle for use in fire fighting.
,
Work permit
A document issued by a responsible person permitting specific work to be done during a
specified period in a defined area.
Appendix 2
Diagrams for use by the instructor
Print off as handouts
or
Use for OHP transparencies if suitably enlarged
APPENDIX 2
CHAPTER 1
List of the important staqes in the development of tankers and oil shippinq:
carriage of oil in barrels in conventional cargo ships

construction of vessels to carry oil in bulk
use of longitudinal divisions and transverse bulkheads to form tanks
location of machinery aft
increase in size to VLCCs and LlLCCs
transportation of liquefied gas and chemicals in bulk
pollution problems and explosionlfire hazard leading to international
controls
- the development of SOLAS and MARPOL

- increasing use of training to improve safety and reduce pollution
the STCW Convention and Chapter V of that Convention
- the development of double-hull tankers

- the implementation of the International Safety Management (ISM) code
Figure 1.1 Important stages in the development of tankers and oil.shipping
List of the im~ortantstaqes in the development of bulk chemical shippinq:

-
sea transport of chemicals started with the chemical industries rapid growth
in the years after World War Two
at first, chemicals were transported in bottles or drums on dry cargo ships;

larger quantities were shipped in bulk in the deep tanks of these ships
- as the world's demand for chemicals increased, the need for a new type of
seagoing ship became evident
- the first chemical tankers were converted war-built American oil tankers (T2
tankers)
- conversion work usually included:

-
adding bulkheads to provide more and smaller tanks
extending the line system
installing additional cargo pumps

- the first conversion of this type was done in 1948 on the R.E. Wilson, of 9073
tons gross tonnage
- in addition to these converted, relatively big chemical carriers, smaller tankers
specially designed and constructed for the carriage of "acids" - e.g. sulph~.~ric
acid, were built during the early 1950s, the cargo tanks of which were made of
special alloy steel, strengthened for cargo densities up to 2.0 kgll
- in order to carry chemicals of high purity and sensitive to contamination,
coating techniques were developed for cargo tanks of mild steel
- the first real chemical tanker specially designed for the carriage of liquid
chemicals in bulk was the Norwegian M/T Lind, delivered in 1960; this was the
first tanker equipped with stainless-steel cargo tanks
- a modern chemical tanker has a large number of cargo tanks and is designed
for carriage of a wide variety of cargoes
- the cargo-tank section on these modern ships is normally divided into some
stainless steel tanks and some coated mild-steel tanks, each of which is
normally equipped with deepwell pumps and a separate piping system
Figure 1.2 Important stages in the development of bulk chemical shipping
APPENDIX 2
List of the important stages in the development of liquefied gas shippinq:

- gas shipping began in the late 1920s
-
the earliest ships were designed to carry liquefied gas in pressure vessels at
ambient temperature
- the first cargoes on the market were butane and propane

- development of refrigeration techniques and metals suitable for low
temperature made it possible to carry liquefied gas at temperatures lower than

ambient
- around 1959, semi-pressurized ships entered the market and liquefied gas
was now transported under lower pressure, which was made possible by
lowering the temperature
- by 1963, fully refrigerated ships for LPG, LNG and certain chemical gases were
in service, carrying cargo at atmospheric pressure
Figure 1.3
Important stages in the development of liquefied gas shipping
DECK & SIDES CLOSED IN

TO FORM SUMMER TANKS
ACCOMMODATION
CKTRE LONGrrUDlNAL
DIVISION
Figure 1.4 Early design of bulk oil carrier
APPENDIX 2
16,500 DWT
d
100,000 DWT
I
250,000 DWT
500,000 DWT
COMPARATIVE SIZES OF TANKERS
Figure 1.5 Development of ships into supertankers

(all accommodation and machinery aft)
DIVISIONS
Figure 1.6 A typical oil tanker, 1950

Tanker Familiarization

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Tanker Familiarization

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Model Co.urse 1.

First published in 1987 as Oil Tanker ~amiliarfzationby the

Revised edition published 1987

All rights reserved

Use of the model course

properly qualified instructors;

Part A: Course Framework

STCW 95 training scheme for personnel on tankers

Approved shore-based fire-fighting course

Approved tanker familiarization course

Specialized tanker training programme

Service in positions with the immediate

PART A: COURSE FRAMEWORK

Training facilities and equipment

Teaching aids (A)

Available from:Videotel Marine lnternational Limited

PART A: COURSE FRAMEWORK

IMO references (R)

lnternational Chamber of Shipping, Safety in Oil Tankers. (International Chamber of

Part 6: Course Outline and Timetable

Introduction (STCW Code, section A-Vl1 , paragraph 2)

Characteristics of Cargoes (STCW Code, section A-Vll, paragraph 2)

Toxicity and Other Hazards (STCW Code, section A-Vl1, paragraphs

Hazard Control (STCW Code, section A-Vll, paragraph 5)

4.1 Cargo Safety Data Sheets

Safety Equipment and Protection of Personnel (STCW Code, section

Pollution Prevention (STCW Code, section A-VI1 paragraph 7)

Causes of marine (air and water) pollution

Emergency Operations (STCW Code, section B-Vl1 paragraph 13)

PART B: COURSE OUTLINE AND TIMETABLE

1 Course Outline (continued)

Knowledge, understanding and proficiency

Cargo Equipment (STCW Code, section B-VIA paragraph 14)'

9 Cargo Operations (STCW Code, section B-VI1 paragraphs 14115)*

Period I(1% hours)

Period 2 (1% hours)

2.2 Basic chemistry,

2.2 Basic Chemistry, chemical

3.2 Fire hazards

3.3 Health hazards (contd.)

Period 4 (1% hours)

1.5 Rules and regulations

1.3 Types of cargoes (contd.)

2.1 Basic physics (contd.)

2.3 Physical properties of oil,

3.5 Reactive hazard

5 safety equipment and

3.1 General concepts and

4.1 Cargo Safety Data Sheet

5.1 Safety measuring

4.2 Methods of controlling

4.2 Methods of controlling

5.3 Breathing apparatus, tank

5.3 Breathing apparatus, tank

6.2 Prevention of marine

6.3 Measures to be taken in the

6.5 Shiplshore liaison

6.5 Shiplshore liaison (contd.)

7.2 Organizational structure

7.4 Emergency procedures

7.5 First Aid treatment (contd.)

Period 1 (1% hours)

8.1 General cargo-handling

Period 2 (1% hours)