Tanker Familiarization Model Course 1.01

Model Course 1.
01
Tanker Familiarization
(2000 Edition)
First published in 1987 as Oil Tanker Familiarization by the
INTERNATIONAL MARITIME ORGANIZATION
4 Albert Embankment, London, SE1 7SR
Revised edition published 1987

nd
2 edition published 1991
This edition published 2000
Printed in the United Kingdom by CPC The Printers, Portsmouth.
2 4 6 8 10 9 7 5 3 1
ISBN 92-801-6114-8
IMO PUBLICATION
Sales number: T1 01 E
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, OCIMF and IAPH; Tanker Safety Guide
(Chemicals) and Tanker Safety Guide (Liquefied Gas), by International 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, Frank Mohn AlS, Nesttun, Norway
Copyright 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 otherwise,
without prior permission in writing from the International Maritime Organization
CONTENTS
Page
Foreword v
Introduction 1
Part A: Course Framework 5
Part B: Course Outline and Timetable 10
Part C: Detailed Teaching Syllabus 14
Part D: Instructor Manual 61
Appendix to Instructor Manual 79
Attachment:Guidanceon the implementationof model courses 191

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 Watch keeping 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
administrations, 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 implementing any 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 training institutes 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 package" which they are expected to "follow blindly". Nor is it the intention to
substitute audio-visual or "programmed" material for the instructor's presence. As in all training
endeavours, 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 terms, 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 first major 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 information will 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 STeW 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 academic knowledge 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 technical
training elements concerned at appropriate points within the technical course.
Adjustment of the course objective, scope and content may 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 re-
allocate the time required to achieve each specific learning objective or training outcome.
1
TANKER FAMILIARIZATION
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 references to 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.
Presentation
The presentation of concepts and methodologies must be repeated in various 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.
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 ofthe STCW Code which applies
is given and the user is referred to the other model course.
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.
2
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 been 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-V/1, 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.
Instructors 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 systems, 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.
Instructors 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 Level". 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 V/1, paragraph 1),
and hence in this model course the fire-fighting principles are dealt with only briefly.
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-V/1"
paragraphs 1 to 7 and in section B-V/1 of the STCW Code. This model course aims to provide
a familiarization training programme referred to in paragraph 1.2 of regulation V/1.
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.
3
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 oil/chemical/liquefied 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
~aching 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 minimum standards to be maintained in Part A of the STCW
Code. Mandatory provisions concerning training and assessment are given in section A-I/6 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 academies 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/1, paragraph 1.2.
Validation
The information contained in this document has been validated, subject to confirmation by the
Sub-Committee on Standards of Training and Watch keeping, by a Validation 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. ''Validation'', 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.
4
Part A: Course Framework
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 hazards, safety measures, pollution prevention, emergency
operations, cargo equipment and operations. The course takes account of section A-V/1 of the
STCW Code adopted by the 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
instruction on board and, where appropriate, in a suitable shore-based installation.
Objective
Provided they hold an appropriate certificate and are otherwise qualified in accordance with
regulation V/1-1.2 of the International Convention on Standards of Training, Certification and
Watch keeping 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.
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 shore-
based fire-fighting course in addition to the training required by regulation VI/1 as stipulated in
STCW regulation V/1, 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 V/1, paragraph 1, as appropriate, shall be
issued with an appropriate certificate.
An existing certificate may be suitably endorsed by the issuing Administration.
Course intake limitations

The number of trainees should not exceed 20, and practical training should be undertaken in
small groups of not more than four.
Staff requirements
The instructor shall have appropriate training in instructional techniques and training methods
(STCW Code A-I/6, paragraph 7). It is recommended that all training and instruction is given by
qualified personnel experienced in the handling and characteristics of oil/chemical/liquefied 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.
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-designed 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 chemical 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 training and for simulators used in
assessment of competence are given in section A-I/12. section 8-1/12 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.
A1
Teaching aids (A)
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 MAR POL (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.1 03)
V6 Don't Go Down the ............... (Code No. 15)
Available from:Videotel Marine International Limited

84 Newman Street, London, W1 P 3LD, UK
Tel: +44 (0)20 7299 1800
Fax: +44 (0)20 7299 1818
E-mail: mail@videotelmail.com
URL: www.videotel.co.uk
B1
Bibliography (B)
ICS/OCIMF/IAPH, International Safety Guide for Oil Tankers and Terminals. 4th ed.
[London, Witherby and Co. Ltd. (32/36 Aylesbury Street, London, EC1 R OET, U.K),
1996] (ISBN 1-85609-081-7)
B2 C. Baptist (Captain), Tanker Handbook for Deck Officers. 7th ed. [Glasgow, Brown, Son
& Ferguson Ltd. (4-10 Darnley Street, Glasgow, G41 2SD, U.K), 1991] (ISBN 0-85174-
587-3)
B3 International Chamber of Shipping, Tanker Safety Guide (Chemicals), 2nd ed. (London"
Witherby and Co. Ltd., 1991) (ISBN 0-948691-50-6)
B4 M. Grey (editor), Chemical/Parcel Tankers, 3rd ed. (London, Fairplay Publications Ltd."
1984) (ISBN 0-905045-67 -X) (Out of print)
B5 B. Bengtsson, Sea Transport of Liquid Chemicals in Bulk, 3rd ed. (Qckero, B.Bengtsson
and A.B. Inmar, 1982) (ISBN 91-970090-0-8)
B6 ICS/OCIMF/IAPH/INTERT ANKO/CEFIC/SIGTTO, Ship/Shore Safety Check List
Guidelines (London, International Chamber of Shipping, 1998)
B7 International Chamber of Shipping, Tanker Safety Guide (Liquefied Gas), 3rd ed.
(London, Witherby and Co. Ltd., 1996) (ISBN 0-906270-01-4)
B8 SIGTTO, Liquefied Gas Handling Principles on Ships and in Terminals, 2nd ed.
(London, Witherby and Co. Ltd., 1996) (ISBN 0-900886-93-5)
B9 Gas Measurements on Combination Carriers and Crude Oil Tankers, (NSOS,
Grenseveien 99, N-0601, Oslo 6, Norway)
B10 International Chamber of Shipping/Oil Companies International Marine Forum, Ship to
Ship Transfer Guide (Petroleum), 3rd ed. (London, Witherby & Co. Ltd., 1997) (ISBN 1-
85609-097 -3)
B11 International Chamber of Shipping/Oil Companies International Marine Forum, Clean
Seas Guide for Oil Tankers, 4th ed. (London, Witherby & Co. Ltd., 1994) (ISBN 1-85609-
058-2)
B12 U.S. Coast Guard, CHRIS, Manual II, Hazardous Chemical Data, (Washington, D.C.,
Government Printing Office, 1988)
B13 N. I. Sax, and R J. Lewis, Sr., Hawley's Condensed Chemical Dictionary, 13th ed. (New
York, Van Nostrand Reinhold, 1977) (ISBN 0-442-011318)
B14 Tank Cleaning Guide, 6th ed. (Rotterdam, B.V. Chemical Laboratory "Dr. A. Verwey",
1998)
B15 Bureau VERIT AS, Gas and Chemical Ship Safety Handbook, 2nd ed. (London, Lloyds of
London Press Ltd., 1997) (ISBN 1-85044-089-1)
B16 Drager-Tube Handbook. 11th ed. (Drager Sicherheitstechnik GmbH, Revalstrasse 1,
0-23560 Lubeck, Germany, 1998) (ISBN 3-926762-06-3)
B17 R Ffooks (editor), Gas Carriers, 1st ed. (London, Fairplay Publications Ltd., 1984) (ISBN
0-905045-52-1) (Out of print)
B18 T. W. V. Woolcott, Liquefied Petroleum Gas TankerPractice, 2nd ed. (Glasgow, Brown"
Son and Ferguson Ltd., 1987) (ISBN 0-85174-295-5)
B19 RG. Wooler, Marine Transportation of LNG and Related Products, (Cambridge, MD,
Cornell Maritime Press Inc., 1975) (ISBN 0-87033-193-0)
B20 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, S031 9HZ, U.K. Tel: +44 1489572384,
Fax: +44 1489885756, E-mail: orders@nauticalbooks.co.uk; URL: www.nauticalbooks.co.uk
R1
IMO references (R)
International Convention for the Safety of Life at Sea, 1974 (SOLAS 1974)
Consolidated Edition 1997, (IMO-110E)
R2 International Convention on Standards of Training, Certification and Watchkeeping
for Seafarers, 1978/1995 (IMO-938E)
R3 Standard Marine Navigational Vocabulary (IMO-985E)
R4 International Convention for the Prevention of Pollution from Ships, 1973/1978
(MARPOL 73/78) Consolidated Edition 1997 (IMO-520E)
R4.1 Annex I of MARPOL 73/78: Regulations for the Prevention of Pollution by Oil
R4.2 Annex II of MARPOL 73/78: Regulations for the Control of Pollution by Noxious
Liquid Substances in Bulk
R4.3 Annex VI of MARPOL 73/78: Regulations for the Prevention of Air Pollution from
Ships
R5 Inert Gas Systems (IMO-860E)
R6 Crude Oil Washing Systems (IMO-617E)
R7 Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (IMO-251 E)
R8 Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk (BCH Code), as amended (IMO-772E)
R9 International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code), as amended (IMO-100E)
R10 Emergency Procedure for Ships Carrying Dangerous Goods (IMO-254E)
R11 Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk,
as amended (IMO-782E)
R12 International Code for the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk, as amended (IGC Code) (IMO-104E)
R13 Guidelines for the Development of Shipboard Oil Pollution Emergency Plans
(SOPEP) (IMO-586E)
R14 International Safety Management Code (ISM Code) (IMO-117E)
Details of distributors of IMO publications that maintain a permanent stock of all IMO
publications may be found on the IMO web site at http://www.imo.org
T1
Textbooks (T)
International Chamber of Shipping, Safety in Oil Tankers. (International Chamber of
Shipping, Carthusian Court, 12 Carthusian Street, London, EC1M 6EZ, U.K.)
T2 International Chamber of Shipping, Safety in Chemical Tankers. (International
Chamber of Shipping, Carthusian Court, 12 Carthusian Street, London, EC1 M 6EZ,
U.K.)
T3 International Chamber of Shipping, Safety in Liquefied Gas Tankers. (International
Chamber of Shipping, Carthusian Court, 12 Carthusian Street, London, EC1 M 6EZ,
U.K.)
Part B: Course Outline and Timetable
Minimum requirements for the training of officers and ratings on tankers (STCW
chapter V, regulation V/1, paragraph 1)
Approximate Time
Course Outline (hours)
Lectures, demonstrations
Knowledge, understanding and proficiency
and practical work
1 Introduction (STCW Code, section A-V/1, paragraph 2)
1.1 The course 0.5
1.2 Development of tankers 0.75
1.3 Types of cargoes 1.0
1.4 Tanker terminology 0.75
1.5 Rules and regulations 1.Q
4.0
2 Characteristics of Cargoes (STCW Code, section A-V/1, paragraph 2)
2.1 Basic physics 2.0
2.2 Basic chemistry, chemical elements and groups 2.0
2.3 Physical properties of oil, chemicals and gases carried in bulk _2.0
6.0
3 Toxicity and Other Hazards (STCW Code, section A-V/1, paragraphs
2/3/4)
3.1 General concepts and effects of toxicity 2.0
3.2 Fire hazards 1.0
3.3 Health hazards 1.0
3.4 Hazards to the environment 1.0
3.5 Reactivity hazards 0.5
3.6 Corrosion hazards _0.5
6.0
4 Hazard Control (STCW Code, section A-V/1, paragraph 5)
4.1 Cargo Safety Data Sheets 1.0
4.2 Methods of controlling hazards on tankers 4_.0
5.0
5 Safety Equipment and Protection of Personnel (STCW Code, section
A-V/1, paragraph 6)
5.1 Safety measuring instruments 2.0
5.2 Specialized fire-extinguishing appliances 1.0
5.3 Breathing apparatus, tank evacuating, rescue and escape equipment 2.0
5.4 Protective clothing and equipment 1.0
5.5 Resuscitators 1.0
5.6 Safety Precautions and Measures _1.0
8.0
6 Pollution Prevention (STCW Code, section A-V/1 paragraph 7)
6.1 Causes of marine (air and water) pollution 1.0
6.2 Prevention of marine pollution 1.0
6.3 Measures to be taken in the event of spillage 1.0
6.4 SOPEP 1.0
6.5 Ship/shore liaison _2.0
6.0
7 Emergency Operations (STCW Code, section B-V/1 paragraph 13)
7.1 Emergency measures 1.0
7.2 Organizational structure 0.5
7.3 Alarms 0.5
7.4 Emergency procedures 1.0
7.5 First-aid treatment _2.0
5.0
-------------------------------------------------------------------------------------------- ----------------------------------
_40_.0
PART B: COURSE OUTLINE AND TIMETABLE
Approximate Time
Course Outline (continued) (Hours)
Knowledge, understanding and proficiency Lectures, demonstrations
and practical work
B Cargo Equipment (STCW Code, section B-V/1 paragraph 14)*
8.1 General cargo-handling equipment on board oil tankers 6.0
82 General cargo-handling equipment on board chemical tankers 6.0
8.3 General cargo-handling equipment on board liquefied gas tankers _6.0
18.0
9 Cargo Operations (STCW Code, section B-V/1 paragraphs 14/15)*

9.1 General awareness of safe cargo operational procedures on tankers _12_.0
12.0
TOTAL 70
1IoIe: It is suggested that relevant shipboard experience can serve as an efficient teaching tool. Should shipboard
service be available, then the class/lecture 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 example of the course timetable for the tanker familiarization course is given in the next two
pages. Periods covering chapter 8 and chapter 9 are taken preferably on board and are
~nal in the course conducted ashore.
f
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 framework has 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
Reg.: Regulation
Sect.: Section
The following are examples of the use of references:
"A1" refers to the Instructor Manual in Part D of this model course
"R4" refers to MARPOL 73/78, Consolidated Edition 1997
"T1" 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 V/1 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 thoseforwatchkeepers, for example, see Table
14
PART C: DETAILED TEACHING SYLLABUS
A-I1I1. The experience and training requirements for tanker masters and officers were
amended in 1994 and came 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-V/1 paragraphs 2-7.
The following section illustrates how this training and practical knowledge, and the elements in
this model course, 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-II/1, A-II/3)

2 Controlling the operation of the ship and care for persons on board (Table A-
11/1,A-11I3,A-I 11/1)
3 Marine engineering - pumping systems and associated control systems (Table
A-I 11/1).
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.
1.1 Monitor the loading and unloading of 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 pumping systems and associated control systems
Training outcome (as stated in Tables A-II/1, A-II/3, A-III/1)

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
Jalies is added in the context of tanker operations.
1.1.1 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
2.1.1 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
2.2.1 Demonstrate a basic working knowledge of relevant IMO conventions
applicable to tankers concerning safety at sea and protection of the
environment.
3.1.1 Demonstrate 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.
15
The numbering of the sub-heading, for example 2. 1 Basic physics, follows the numbering
employed in Part C of this model course.
1.1.1 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 Characteristics of cargoes
2.1 Basic physics
2.2 Basic chemistry, chemical elements and groups
2.3 Physical properties of oil, chemicals and gases carried in bulk
3 Toxicity and other hazards
3.1 General concepts and effects of toxicity
3.2 Fire hazards
3.3 Health hazards
3.4 Hazards to the environment
3.5 Reactivity hazards
3.6 Corrosion hazards
4 Hazard control
4.1 Cargo Safety Data Sheets
4.2 Methods of controlling hazards on tankers
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
2.1.1 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 Pollution prevention
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
6.5 Ship/shore liaison
2.2.1 Demonstrate a basic working knowledge of relevant IMO conventions applicable to
tankers concerning safety at sea and protection of the environment
1 Introduction
1.1 The course
1.2 Development of tankers
1.3 Types of cargoes
1.4 Tanker terminology
1.5 Rules and regulations
16
PART C: DETAILED TEACHING SYLLABUS
7 Emergency operations
7.1 Emergency measures
7.2 Organizational structure
7.3 Alarms
7.4 Emergency procedures
7.5 First-aid treatment
3.1.1 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
9.1 General awareness of safe cargo operational procedures on tankers
43
51
Part D: Instructor Manual
Introduction
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 V/1 of the International Convention on Standards of Training,
Certification and Watch keeping for Seafarers, 1995 (STCW 1995).
The material has been arranged under nine main headings:

1 Introduction
4 Hazard control
5 Safety equipment and protection of personnel
8 Cargo equipment
9 Cargo operations
The texts used as references throughout the course are:

81 International Safety Guide for Oil Tankers and Terminals
82 Captain C. 8aptist, Tanker Handbook for Deck Officers
83 International Chamber of Shipping, Tanker Safety Guide (Chemicals)
84 M. Grey, Chemical/Parcel Tankers
85 8. Bengtsson, Sea Transport of Liquid Chemicals in Bulk
B6 ICS/OCIMF/IAPH/INTERTANKO/CEFIC/SIGTTO, Ship/Shore Safety Check List
Guidelines
B7 International Chamber of Shipping, Tanker Safety Guide (Liquefied Gas)
88 SIGTTO. Liquefied Gas Handling Principles on Ships and Terminals
817 R. Ffooks, Gas Carriers
B18 T. W. V. Woolcott, Liquefied Petroleum Gas Tanker Practice
R1 International Convention for the Safety of Life at Sea, 1974 (SOLAS 1974), as amended
R2 International Convention on Standards of Training, Certification and Watch keeping for
Seafarers (STCW 1978/1995)
R4 International Convention for the Prevention of Pollution from Ships, 1973/78 (MARPOL)
R4.1 Regulations for the Prevention of Pollution by Oil (Annex I of MARPOL)
R4.2 Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (Annex II
of MARPOL)
R4.3 Regulations for the Prevention of Air Pollution from Ships (Annex VI of MARPOL)
R7 Medical First Aid Guide for Use in Accidents Involving Dangerous Goods
R8 Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in
8ulk (BCH Code), as amended
R9 International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (lBC Code), as amended
R11 Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, as
amended (GC Code)
61
R12 International Code for the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk, as amended (IGC Code)
R13 Guidelines for the Development Of Shipboard Oil Pollution Emergency Plans
T1 Safety in Oil Tankers
T2 Safety in Chemical Tankers
T3 Safety in Liquefied Gas Tankers
The booklets T1, T2 and T3, published by the International Chamber of Shipping, should be
provided to each participant (if sufficient supplies can be obtained) for his/her 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 ofthe 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 regulations must be
strictly observed and all precautions taken to maximize safety with minimum effect on the
environment.
The syllabus must be studied carefully and lesson plans or lecture notes compiled where
appropriate.
62
PART 0: INSTRUCTOR MANUAL
Guidance Notes
1 Introduction
1.1 The course
This is a brief explanation of the course, its background and its purpose. It should include a
short presentation of the International Convention on Standards of Training, Certification and
Watch keeping for Seafarers, 1995 (STCW 1995), and the mandatory minimum requirements
for training set out in the Convention should be explained.
Regulation V/1 ofthe 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) . .
1.2 Development of tankers
Important stages 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 Officers" (reference 82) will provide sufficient
information in respect of dates, the first ships carrying oil in barrels, their development into tank-
type 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 1.13 are also
useful in showing present tanker forms.
The list of the important stages in the development of tankers and oil shipping is given in
Appendix 2, figure 1.1.
Important 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 important stages in the development
of chemical shipping. Reference 84 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
Important stages in the development of liquefied gas shipping

This 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: 87and 817.
The list of the important stages in the development of liquefied gas shipping is given in
1.3 Types of cargoes

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 common 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: 82
Chemical cargo
This lecture should start with a definition of a chemical and 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 18C Code (reference R9), should
be given as handouts to the trainees to indicate the number of 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: 84
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 88 and 817.
1.4 Tanker terminology

At the end of the course the trainees should be able to define terminology and explain
abbreviations commonly used on board oil, chemical and liquefied gas tankers and in terminals.
References 81, 83, 84, 87 and 88 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 familiar to the trainees.
It would be 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, fIashpoint, gas-
free, gas-free certificate, hot work, inert condition, petroleum, petroleum gas, pour point,
pressure surge, purging, spontaneous combustion, static electricity, TL V 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 81, 83 and 88 is given in
Appendix 1.
1.5 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 82, 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) (R 1);
International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) - Annex
I (R4.1) and Annex II (R4.2);
IMO Chemical Codes (R8 and R9); and
IMO Gas Carrier Codes (R11 and R12).
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 81,83 and 88.
2.2 Basic chemistry, chemical elements and groups

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 Periodic Table.
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 petroleum will
comprise a whole range of molecules from light to heavy (also refer to Appendix 2, figures 2.6
and 2.7).
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
65
produce a number of FRACTIONS. Each fraction will consist of a range of petroleum

molecules, which at atmospheric pressure and temperature will be gaseous, liquid or solid.
Mention can be made of the products in common use, such as:
methane (industrial gas) gaseous at

propane gas (industrial and domestic) atmospheric pressure
butane gas (mainly domestic) and temperature
motor spirit (petrol)

paraffin liquid at atmospheric pressure
gas oil and temperature
diesel oil
heavy fuel oil
greases semi-solid or solid
wax solid at atmospheric

bitumen pressure and temperature
Reference can also be made to 82 for properties of oil.
2.3 Physical properties of oil, chemicals and gases carried in bulk

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 4.1 c and 4.2a
to 4.2b of Appendix 2 can be used for this purpose.
References 81, 82, 83 and 88 give information relating to cargo properties.

3.1 General concepts and effects of toxicity
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: 81, 83 and 88
3.2 Fire hazards

References 81, 83, 87 and 88 provide information on fire hazards on board tankers.
References T1, 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).
PART D: INSTRUCTOR MANUAL
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 81 covers the toxicity hazards of petroleum and its products.
Reference 83 gives a rather thorough coverage of the health hazards from chemicals.
Reference 88 covers the health hazards of liquefied gases or their vapours.
The small handbooks T1, T2 and T3 cover the same topic more generally.
3.4 Hazards to the environment

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: 81, 82, 87 and some general information from T1, T2 and T3
3.5 Reactivity hazards

References 83, 84, 87 and 88 give details of various reactivity hazards and a sample cargo
compatibility chart.
3.6 Corrosion hazards

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: 84 and 85
Hazards from liquefied gas

References 87 and 88 deal thoroughly with the hazards associated with liquefied gas. The
small handbook entitled "Safety in Liquefied Gas Tankers" (reference T3) covers the same
topic more 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 should be 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 4.1 a to 4.1 c 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.
The syllabus provides the necessary information on the subject to base the lesson on, but
references 81,82,83,84,87 and 88 can be consulted for additional information.
S Safety equipment and protection of personnel

5.1 Safety measuring instruments
Reference 88 gives information on instruments for atmosphere evaluation.
Regulations regarding equipment for evaluation of tank atmosphere are given in references R9
and R12.
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 course, 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 88 and the small booklet T1 provide information on breathing apparatus.
Trainees should be 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
5.4 Protective clothing and equipment

References 87 and 88 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 81, 83, 87, 88, T1, 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.
6.1 Causes of marine (air and water) pollution
The various reasons for pollution by tankers should be discussed. References 81,82 and T1
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 compounds (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 to be taken in the event of spillage

This lecture essentially focuses on the actions to be taken on board upon the occurrence of a
spill and the importance of prompt notification 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.
6.5 Ship/shore liaison

The essential 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
personnel and material when alongside a terminal.
The routines and responsibilities of personnel on watch should be elucidated and discussed.
Information related to this section can be obtained from references 81,86 and 88.
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 81, 82 and 87.
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,
87 and 88.
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
8.11 of Appendix 2).
8.2 General cargo-handling equipment on 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
completed this section of the course.
General ship arrangement

The purpose of this lecture is to describe general arrangements of a chemical tanker; the
essential message is that segregation and separation of cargoes are fundamental to the safety
of a chemical tanker.
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.
Cargo equipment and instrumentation

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 chemical tankers. 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 found in reference B4. 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 chemical/parcel 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.
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 tank-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 important to
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 explain 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 the 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, 87, 88, 816 and R12.
Independent tanks, type A (MARVS < 0.7 bar)

Independent tanks of 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 by a 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 -50C), the tank is constructed of fine-grained low-carbon
manganese steel.
The Conch design has been developed for carriage of LNG (at -163C). The material for these
cargo tanks has to be either 9% nickel steel or aluminium.
Independent tanks, type B (MARVS < 0.7 bar)

Independent tanks of type 8 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.
Independent tanks, type C (MARVS < 0.7 bar)

Independent tanks of type C are cylindrical pressure tanks mounted horizontally on two or more
aadle-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 ofthe hull volume, lobe-
type tanks are commonly used at the forward end of the ship. This containment system is used
71
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)

Membrane tanks are not self-supporting tanks; they consist of a thin layer (membrane),
normally not exceeding 1 mm thick, supported, 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 Invar 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 semi-
membrane 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. This form of cargo
containment is not normally allowed if the cargo temperature is below -10C. 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, 87, 88 and 816.
(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-pressurized and 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 pressure in the cargo tank must be greater than the vapour pressure at 45C, which
is 13.5 bar. The cargo tanks usually have insulation and the cargo is cooled by an indirect
reliquefaction system. Unloading of 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.
t PART D: INSTRUCTOR MANUAL
,The syllabus and figure 8.43 of Appendix 2 should give necessary background material for this
lesson, but additional information on the subject can be found in references 87,88,816 and
R12.
Survival capability and tank location

The purpose of this lecture 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 87,88 and R12.
Cargo equipment and instrumentation

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 subject can be found in references 87 and 88.
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 87,88 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
requirements of the installation of the pumps. Explanation and discussion about general
handling of a 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 87 and 88.
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, Le. 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
complexity of these pumps. Centrifugal and eductor pumps are simple in design, have few or
no mechanical moving 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 compatible with the
cargo. This 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 pumping of a liquefied gas. The centrifugal pumps fitted aboard refrigerated gas tankers
are either deepwell or submerged pumps.
On fully pressurized gas tankers, the centrifugal pump may be mounted on deck. This is
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 87 and 88.
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 87 and 88.
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 87 and 88.
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
9.1 General awareness of safe cargo operational procedures on tankers
The lecturers should have in mind that a trainee is to be capable of assisting during cargo
operations on board, and may be part ofthe watch keeping 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 gas-freeing 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 gas freeing, 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-freeing/aerating, 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 pressure/temperature
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
87 and 88 provide additional information on this subject.
Appendix 1
Combined list of technical terms extracted from 81, 83 and 88.
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 C or-459.69 of.
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 gas-
dangerous 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 compound 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.
79
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 self-
sustained 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 Expanding Vapour 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
compressor 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 forward most hold space are excluded from the
cargo area.
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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 centrifugal pump 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 impulse force in the higher-pressure regions of
the impeller. Significant damage can occur to the impeller surfaces.
CEFIC
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
occurring between the gas being sampled and a chemical agent in the apparatus.
81
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 of cubical expansion

The fractional increase in volume for a 1 C rise in temperature. The increase is 5/9 of this for
a 1 of 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
combustible vapours.
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 to as "flammable")

Capable of being ignited and of burning. For the purposes of these guidance notes, the terms
"combustible" and "flammable" 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.
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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 of 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

Endorsement to a certificate of competency of a responsible officer for him to serve as such on
a dangerous cargo carrier (Le. oil or chemical or gas carrier).
Deepwell pump
A type of centrifugal cargo pump commonly 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 surrounds the drive shaft and the bearings of the shaft are cooled and
lubricated by the liquid being pumped.
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-inhibiting powder used in fire fighting.
Earthing (also referred to 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 during
a specific time interval.
Explosimeter
See "Combustible-gas indicator".
83
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
gas/air 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 limit/range
See "Flammable range".
Filling density (for liquefied gases)

The "filling density" is defined as the percent ratio of the weight of the liquid gas in a tank to the
weight of water the tank will hold at 15.56 C (60 OF).
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 mesh 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 "combustible" 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.
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APPENDIX 1
Foam (also referred to as "froth")

An aerated solution which is used for fire prevention and fire fighting.
Foam concentrate (also referred to 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 with 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,
Le. at a higher temperature the solid will melt and at a lower temperature the liquid will solidify.
Freezing point and melting point may not always coincide, but they are sufficiently close to
enable the difference between them to be ignored for the purpose of this Guide. (See
Supercooling")
Froth
See "Foam".
Gas
This term is used to cover all vapour or vapour/air 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.
Gas-dangerous space or zone

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 confirming that, 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.
85
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 articulated 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
Quantity of 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 vapour
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, sand-
blasting 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.
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APPENDIX 1
Hydrate
White, snow-like, crystalline substance formed at certain pressures and temperatures by
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.
lACS
International Association of Classification Societies.
IAPH
International Association of Ports and Harbours.
ICS
International Chamber of Shipping.
IEC
International Electrotechnical Commission.
IMO
International Maritime Organization, the United Nations specialized agency dealing with
maritime affairs.
Incendive spark
A spark of sufficient temperature and energy to ignite a flammable vapour.
Inert 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.
Inert gas
A gas or a mixture of gases, such as flue gas, containing insufficient oxygen to support the
combustion of hydrocarbons.
Inert 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.
Inert 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 back-
flow of cargo gases to the machinery spaces, fixed and portable measuring instruments and
control devices.
Inerting
The introduction of inert gas into a 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.
Interbarrier 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.
INTERTANKO
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 (Le. 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
International Safety Guide for Oil Tankers and Terminals. Published jointly by ICS, OCIMF
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".
88
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 single-
component 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 ship/shore connecting flanges.
MARVS
Maximum Allowable Relief Valve Setting of a cargo tank.
mmHg
The abbreviation for "millimetres 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 mixture
89
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 60C (140 OF)or above as determined by the closed-cup
method of test.
OBO, OIUORE
See "Combination carrier".
OCIMF
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 ofvapourfrom tanks when the
contents are being measured.
Oral administration
The introduction of a substance into the body via the mouth.
90
APPENDIX 1
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 analyser/meter
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 calculation 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
~ether 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.
Pressure/vacuum valve (sometimes referred to as PN 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 sulphide

Iron sulphide that is capable of a rapid exothermic oxidation, with incandescence, when
exposed to air which is capable of igniting flammable hydrocarbon gas/air 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:
(1) 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
temperature of 100 of (37.8 C) and with a ratio of gas to liquid volume of 4: 1.
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.
92
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 the lowering
of the temperature 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 chemical to react with itself, usually resulting in polymerization or
decomposition. Self-reaction may be promoted by contamination with small amounts of other
materials.
93
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 (Systeme international) units

An internationally accepted coherent system of units, modelled on the metric system, consisting
of base units of length (metre), mass (kilogram), time (second), electric current (ampere),
thermodynamic temperature (kelvin), luminous intensity (candela) and amount of substance
(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 pressurized tanks. See "Restricted gauging".
SO LAS
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 gas-
detection equipment.
Specific gravity
The ratio of the weight of a substance at a temperature t1, to the weight of an equal volume of
fresh water at a temperature t2. where t1 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 C/15 C.
"20C" referring to the temperature of the substance and "15 C" referring to the temperature of
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
lJp'Iition 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
I 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.
Sbipping
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, Le. 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 flow 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.
95
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 (Tl V)

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 which 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 (TVP)

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 gas/liquid 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 combustion. 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 sampling of cargoes contained in
inerted tanks without reducing the inert gas pressure.
Venting
The process of air/vapour 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 60C (140 OF),as determined by the closed-cup method
of testing.
Volatile liquid
A liquid which evaporates readily at ambient temperatures.
Volatile organic compound (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 staaes in the development of tankers and oil shippina:
- 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 ULCCs
- transportation of liquefied gas and chemicals in bulk
- pollution problems and explosion/fire 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
101
List of the important staaes in the development of bulk chemical shippina:
- 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. sulphuric
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 kg/l
- 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 MIT 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
102
APPENDIX 2
List of the important staaes in the development of liauefied aas shippina:
- 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
103
APPENDIX2
List of oils
Asphaltsolutions Gasolineblendingstocks
Blendingstocks Alkylates- fuel
Roofersflux Reformates
Straightrun residue Polymer- fuel
Oils Gasolines
Clarified Casinghead(natural)
Crudeoil Automotive
Mixturescontainingcrudeoil Aviation
Dieseloil Straightrun
Fueloil no.4 Fueloil no. 1 (kerosene)
Fueloil no. S Fueloil no. 1-D
Fueloil no. 6 Fueloil no. 2
Residualfuel oil Fueloil no.2-D
Roadoil
Transformeroil Jet fuels
Aromaticoil (excludingvegetableoil) JP-1(kerosene)
Lubricatingoils and blendingstocks JP-3
Mineraloil JP-4
Motoroil JP-S(kerosene,heavy)
Penetratingoil Turbofuel
Spindleoil Kerosene
Turbineoil Mineralspirit
Distillates Naphtha
Straightrun Solvent
Flashedfeed stocks Petroleum
Heartcutdistillateoil
Gas oil
Cracked
Figure 1.14 Example of cargoes transported in oil tankers
111
Examples of carao names and (svnonvms) from the lona list of liQuid products
transported in chemical tankers
Phenol
Sodium hydroxide solution (caustic soda so/.)
Acrylon itrile
Methyl alcohol (methanol)
Acetic acid
Sui ph uric acid
Toluene diisocyanate (TDI)
Nitric acid
Palm oil
Ethylene glycol
Methyl ethyl ketone (MEK)
Carbon tetrachloride (CTC)
Ethylene dichloride (EDC)
Furfural
Acetone
Toluene
Benzene
Xylene
Figure 1.15 Cargoes transported in chemical tankers
112
APPENDIX 2
Carao ShiD tvDe
Acetaldehyde 2G/2PG
Ammonia, anhydrous 2G/2PG
Butadiene 2G/2PG
Butane 2G/2PG
Butane/propane mixtures 2G/2PG
Butylenes 2G/2PG
Chlorine 1G
Diethyl ether 2G/2PG
Dimethylamine 2G/2PG
Ethane 2G
Ethyl chloride 2G/2PG
Ethylene 2G
Ethylene oxide 1G
Ethylene oxide/propylene oxide mixture
(with ethylene oxide content less than 30% by weight) 2G/2PG
Isoprene 2G/2PG
Isopropylamine 2G/2PG
Methane 2G
Methylacetylene/propadiene mixture 2G/2PG
Methyl bromide 1G
Methyl chloride 2G/2PG
Monoethylamine 2G/2PG
Nitrogen 3G
Propane 2G/2PG
Propylene 2G/2PG
Propylene oxide 2G/2PG
Refrigerant gases 3G
Sulphur oxide 1G
Vinyl chloride 2G/2PG
Vinyl ethyl ether 2G/2PG
Vinylidene chloride 2G/2PG
Figure 1.16 List of cargoes suitable for transportation in a liquefied gas tanker
as listed in IMO Gas Carrier Codes
113
1 Ice
2 Ice + Water
3 Water
4 Water + Steam
5 Steam
Illustration of the behaviour of water when heated.

In the reverse process, water vapour (steam) can be liquefied
and subsequently solidified by removal of heat.
Figure 2.2 States of aggregation illustrated in a temperature/heat diagram
115
Attachment
GUIDANCE ON THE IMPLEMENTATION OF

MODEL COURSES
GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES
Contents
Part 1 Preparation
Part 2 Notes on Teaching Technique
Part 3 Curriculum Development
Annex A 1 Preparation checklist
Annex A2 Example of a Model Course syllabus in a subject area
Annex A3 Example of a lesson plan for annex A2
192
Part 1 - Preparation
1 Introduction
1.1 The success of any enterprise depends heavily on sound and effective preparations.
1.2 Although the IMO model course "package" has been made as comprehensive as possible, it is
nonetheless vital that sufficient time and resources are devoted to preparation. Preparation not only
involves matters concerning administration or organization, but also includes the preparation of any
course notes, drawings, sketches, overhead transparencies, etc., which may be necessary.
2 General considerations
2.1 The course "package" should be studied carefully; in particular, the course syllabus and associated
material must be attentively and thoroughly studied. This is vital if a clear understanding is to be
obtained of what is required, in terms of resources necessary to successfully implement the course.
2.2 A "checklist", such as that set out in annex A 1, should be used throughout all stages of preparation to
ensure that all necessary actions and activities are being carried out in good time and in an effective
manner. The checklist allows the status of the preparation procedures to be monitored, and helps in
identifying the remedial actions necessary to meet deadlines. It will be necessary to hold meetings of
all those concerned in presenting the course from time to time in order to assess the status of the
preparation and "trouble-shoot" any difficulties.
2.3 The course syllabus should be discussed with the teaching staff who are to present the course, and
their views received on the particular parts they are to present. A study of the syllabus will determine
whether the incoming trainees need preparatory work to meet the entry standard. The detailed
teaching syllabus is constructed in "training outcome" format. Each specific outcome states precisely
what the trainee must do to show that the outcome has been achieved. An example of a model course
syllabus is given in annex A2. Part 3 deals with curriculum development and explains how a syllabus
is constructed and used.
2.4 The teaching staff who are to present the course should construct notes or lesson plans to achieve
these outcomes. A sample lesson plan for one of the areas of the sample syllabus is provided in
annex A3.
2.5 It is important that the staff who present the course convey, to the person in charge of the course,
their assessment of the course as it progresses.
3 Specific considerations
3.1 Scope of course
In reviewing the scope of the course, the instructor should determine whether it needs any adjustment
in order to meet additional local or national requirements (see Part 3).
3.2 Course objective

3.2.1 The course objective, as stated in the course material, should be very carefully considered so
that its meaning is fully understood. Does the course objective require expansion to encompass any
additional task that national or local requirements will impose upon those who successfully complete
the course? Conversely, are there elements included which are not validated by national industry
requirements?
3.2.2 It is important that any subsequent assessment made of the course should include a review of
the course objectives.
3.3 Entry standards

3.3.1 If the entry standard will not be met by your intended trainee intake, those entering the course
should first be required to complete an upgrading course to raise them to the stated entry level.
193
Alternatively, those parts of the course affected could be augmented by inserting course material
which will cover the knowledge required.
3.3.2 If the entry standard will be exceeded by your planned trainee intake, you may wish to
abridge or omit those parts of the course the teaching of which would be unnecessary, or which could
be dealt with as revision.
3.3.3 Study the course material with the above questions in mind and with a view to assessing
whether or not it will be necessary for the trainees to carry out preparatory work prior to joining the
course. Preparatory material for the trainees can range from refresher notes, selected topics from
textbooks and reading of selected technical papers, through to formal courses of instruction. It may be
necessary to use a combination of preparatory work and the model course material in modified form.
It must be emphasized that where the model course material involves an international requirement,
such as a regulation of the International Convention on Standards of Training, Certification and
Watchkeeping (STCW) 1978, as amended, the standard must not be relaxed; in many instances, the
intention of the Convention is to require review, revision or increased depth of knowledge by
candidates undergoing training for higher certificates.
3.4 Course certificate, diploma or document

Where a certificate, diploma or document is to be issued to trainees who successfully complete the
course, ensure that this is available and properly worded and that the industry and all authorities
concerned are fully aware of its purpose and intent.
3.5 Course intake limitations

3.5.1 The course designers have recommended limitations regarding the numbers of trainees who
may participate in the course. As far as possible, these limitations should not be exceeded; otherwise,
the quality of the course will be diluted.
3.5.2 It may be necessary to make arrangements for accommodating the trainees and providing
facilities for food and transportation. These aspects must be considered at an early stage of the
preparations.
3.6 Staff requirements

3.6.1 It is important that an experienced person, preferably someone with experience in course and
curriculum development, is given the responsibility of implementing the course.
3.6.2 Such a person is often termed a "course co-ordinator" or "course director". Other staff, such
as lecturers, instructors, laboratory technicians, workshop instructors, etc., will be needed to
implement the course effectively. Staff involved in presenting the course will need to be properly
briefed about the course work they will be dealing with, and a system must be set up for checking the
material they may be required to prepare. To do this, it will be essential to make a thorough study of
the syllabus and apportion the parts of the course work according to the abilities of the staff called
upon to present the work.
3.6.3 The person responsible for implementing the course should consider monitoring the quality of
teaching in such areas as variety and form of approach, relationship with trainees, and communicative
and interactive skills; where necessary, this person should also provide appropriate counselling and
support.
3.7 Teaching facilities and equipment

Rooms and other services
3.7.1 It is important to make reservations as soon as is practicable for the use of lecture rooms,
laboratories, workshops and other spaces.
Equipment
3.7.2 Arrangements must be made at an early stage for the use of equipment needed in the spaces
mentioned in 3.7.1 to support and carry through the work of the course. For example:
.1 blackboards and writing materials
.2 apparatus in laboratories for any associated demonstrations and experiments
194
.3 machinery and related equipment in workshops

.4 equipment and materials in other spaces (e.g. for demonstrating fire fighting, personal
survival, etc.).
3.8 Teaching aids

Any training aids specified as being essential to the course should be constructed, or checked for
availability and working order.
3.9 Audio-visual aids

Audio-visual aids (AVA) may be recommended in order to reinforce the learning process in some
parts of the course. Such recommendations will be identified in Part A of the model course. The
following points should be borne in mind:
.1 Overhead projectors
Check through any illustrations provided in the course for producing overhead projector (OHP)
transparencies, and arrange them in order of presentation. To produce transparencies, a supply of
transparency sheets is required; the illustrations can be transferred to these via photocopying.
Alternatively, transparencies can be produced by writing or drawing on the sheet. Coloured pens are
useful for emphasizing salient points. Ensure that spare projector lamps (bulbs) are available .
.2 Slide projectors
If you order slides indicated in the course framework, check through them and arrange them in order
of presentation. Slides are usually produced from photographic negatives. If further slides are
considered necessary and cannot be produced locally, OHP transparencies should be resorted to .
.3 Cine projector
If films are to be used, check their compatibility with the projector (Le. 16 mm, 35 mm, sound, etc.).
The films must be test-run to ensure there are no breakages .
.4 Video equipment
It is essential to check the type of video tape to be used. The two types commonly used are VHS and
Betamax. Although special machines exist which can play either format, the majority of machines play
only one or the other type. Note that VHS and Betamax are not compatible; the correct machine type
is required to match the tape. Check also that the TV raster format used in the tapes (i.e. number of
lines, frames/second, scanning order, etc.) is appropriate to the TV equipment available. (Specialist
advice may have to be sought on this aspect.) All video tapes should be test-run prior to their use on
the course .
.5 Computer equipment
If computer-based aids are used, check their compatibility with the projector and the available
software.
.6 General note
The electricity supply must be checked for voltage and whether it is AC or DC, and every precaution
must be taken to ensure that the equipment operates properly and safely. It is important to use a
proper screen which is correctly positioned; it may be necessary to exclude daylight in some cases. A
check must be made to ensure that appropriate screens or blinds are available. All material to be
presented should be test-run to eliminate any possible troubles, arranged in the correct sequence in
which it is to be shown, and properly identified and cross-referenced in the course timetable and
lesson plans.
3.10 IMO references

The content of the course, and therefore its standard, reflects the requirements of all the relevant IMO
international conventions and the provisions of other instruments as indicated in the model course.
The relevant publications can be obtained from the Publication Service of IMO, and should be
available, at least to those involved in presenting the course, if the indicated extracts are not included
in a compendium supplied with the course.
195
3.11 Textbooks
The detailed syllabus may refer to a particular textbook or textbooks. It is essential that these books
are available to each student taking the course. If supplies of textbooks are limited, a copy should be
loaned to each student, who will return it at the end of the course. Again, some courses are provided
with a compendium which includes all or part of the training material required to support the course.
3.12 Bibliography
Any useful supplementary source material is identified by the course designers and listed in the model
course. This list should be supplied to the participants so that they are aware where additional
information can be obtained, and at least two copies of each book or publication should be available
for reference in the training institute library.
3.13 Timetable
If a timetable is provided in a model course, it is for guidance only. It may only take one or two
presentations of the course to achieve an optimal timetable. However, even then it must be borne in
mind that any timetable is subject to variation, depending on the general needs of the trainees in any
one class and the availability of instructors and equipment.
196
Part 2 - Notes on Teaching Technique
1 Preparation
1.1 Identify the section of the syllabus which is to be dealt with.
1.2 Read and study thoroughly all the syllabus elements.
1.3 Obtain the necessary textbooks or reference papers which cover the training area to be presented.
1.4 Identify the equipment which will be needed, together with support staff necessary for its operation.
1.5 It is essential to use a "lesson plan", which can provide a simplified format for co-ordinating lecture
notes and supporting activities. The lesson plan breaks the material down into identifiable steps,
making use of brief statements, possibly with keywords added, and indicating suitable allocations of
time for each step. The use of audio-visual material should be indexed at the correct point in the
lecture with an appropriate allowance of time. The audio-visual material should be test-run prior to its
being used in the lecture. An example of a lesson plan is shown in annex A3.
1.6 The syllabus is structured in training outcome format and it is thereby relatively straightforward to
assess each trainee's grasp of the subject matter presented during the lecture. Such assessment may
take the form of further discussion, oral questions, written tests or selection-type tests, such as
multiple-choice questions, based on the objectives used in the syllabus. Selection-type tests and
short-answer tests can provide an objective assessment independent of any bias on the part of the
assessor. For certification purposes, assessors should be appropriately qualified for the particular
type of training or assessment.
REMEMBER - POOR PREPARATION IS A SURE WAY TO LOSE THE INTEREST OF A GROUP
1.7 Check the rooms to be used before the lecture is delivered. Make sure that all the equipment and
apparatus are ready for use and that any support staff are also prepared and ready. In particular,
check that all blackboards are clean and that a supply of writing and cleaning materials is readily
available.
2 Delivery
2.1 Always face the people you are talking to; never talk with your back to the group.
2.2 Talk clearly and sufficiently loudly to reach everyone.
2.3 Maintain eye contact with the whole group as a way of securing their interest and maintaining it (Le.
do not look continuously at one particular person, nor at a point in space).
2.4 People are all different, and they behave and react in different ways. An important function of a
lecturer is to maintain interest and interaction between members of a group.
2.5 Some points or statements are more important than others and should therefore be emphasized. To
ensure that such points or statements are remembered, they must be restated a number of times,
preferably in different words.
2.6 If a blackboard is to be used, any writing on it must be clear and large enough for everyone to see.
Use colour to emphasize important points, particularly in sketches.
2.7 It is only possible to maintain a high level of interest for a relatively short period of time; therefore,
break the lecture up into different periods of activity to keep interest at its highest level. Speaking,
writing, sketching, use of audio-visual material, questions, and discussions can all be used to
accomplish this. When a group is writing or sketching, walk amongst the group, looking at their work,
and provide comment or advice to individual members of the group when necessary.
197
2.8 When holding a discussion, do not allow individual members of the group to monopolize the activity,
but ensure that all members have a chance to express opinions or ideas.
2.9 If addressing questions to a group, do not ask them collectively; otherwise, the same person may
reply each time. Instead, address the questions to individuals in turn, so that everyone is invited to
participate.
2.10 It is important to be guided by the syllabus content and not to be tempted to introduce material which
may be too advanced, or may contribute little to the course objective. There is often competition
between instructors to achieve a level which is too advanced. Also, instructors often strongly resist
attempts to reduce the level to that required by a syllabus.
2.11 Finally, effective preparation makes a major contribution to the success of a lecture. Things often go
wrong; preparedness and good planning will contribute to putting things right. Poor teaching cannot
be improved by good accommodation or advanced equipment, but good teaching can overcome any
disadvantages that poor accommodation and lack of equipment can present.
198
Part 3 - Curriculum Development
1 Curriculum
The dictionary defines curriculum as a "regular course of study", while syllabus is defined as "a
concise statement of the subjects forming a course of study". Thus, in general terms, a curriculum is
simply a course, while a syllabus can be thought of as a list (traditionally, a "list of things to be
taught").
2 Course content
The subjects which are needed to form a training course, and the precise skills and depth of
knowledge required in the various subjects, can only be determined through an in-depth assessment
of the job functions which the course participants are to be trained to perform Gob analysis). This
analysis determines the training needs, thence the purpose of the course (course objective). Atter
ascertaining this, it is possible to define the scope of the course.
(NOTE: Determination of whether or not the course objective has been achieved may quite possibly
entail assessment, over a period of time, of the "on-the-job performance" of those completing the
course. However, the detailed learning objectives are quite specific and immediately assessable.)
3 Job analysis
A job analysis can only be properly carried out by a group whose members are representative of the
organizations and bodies involved in the area of work to be covered by the course. The validation of
results, via review with persons currently employed in the job concerned, is essential if undertraining
and overtraining are to be avoided.
4 Course plan
Following definition of the course objective and scope, a course plan or outline can be drawn up. The
potential students for the course (the trainee target group) must then be identified, the entry standard
to the course decided and the prerequisites defined.
5 Syllabus
The final step in the process is the preparation of the detailed syllabus with associated time scales;
the identification of those parts of textbooks and technical papers which cover the training areas to a
sufficient degree to meet, but not exceed, each learning objective; and the drawing up of a
bibliography of additional material for supplementary reading.
6 Syllabus content
The material contained in a syllabus is not static; technology is continuously undergoing change and
there must therefore be a means for reviewing course material in order to eliminate what is redundant
and introduce new material reflecting current practice. As defined above, a syllabus can be though of
as a list and, traditionally, there have always been an "examination syllabus" and a "teaching
syllabus"; these indicate, respectively, the subject matter contained in an examination paper, and the
subject matter a teacher is to use in preparing lessons or lectures.
7 Training outcomes
7.1 The prime communication difficulty presented by any syllabus is how to convey the "depth" of
knowledge required. A syllabus is usually constructed as a series of "training outcomes" to help
resolve this difficulty.
199
7.2 Thus, curriculum development makes use of training outcomes to ensure that a common minimum
level and breadth of attainment is achieved by all the trainees following the same course, irrespective
of the training institution (Le. teaching/lecturing staff).
7.3 Training outcomes are trainee-oriented, in that they describe an end result which is to be achieved by
the trainee as a result of a learning process.
7.4 In many cases, the learning process is linked to a skill or work activity and, to demonstrate properly
the attainment of the objective, the trainee response may have to be based on practical application or
use, or on work experience.
7.5 The training outcome, although aimed principally at the trainee to ensure achievement of a specific
learning step, also provides a framework for the teacher or lecturer upon which lessons or lectures
can be constructed.
7.6 A training outcome is specific and describes precisely what a trainee must do to demonstrate his
knowledge, understanding or skill as an end product of a learning process.
7.7 The learning process is the "knowledge acquisition" or "skill developmenf that takes place during a
course. The outcome of the process is an acquired "knowledge", "understanding", "skill"; but these
terms alone are not sufficiently precise for describing a training outcome.
7.8 Verbs, such as "calculates", "defines", "explains", "lists", "solves" and "states", must be used when
constructing a specific training outcome, so as to define precisely what the trainee will be enabled to
do.
7.9 In the IMO model course project, the aim is to provide a series of model courses to assist instructors
in developing countries to enhance or update the maritime training they provide, and to allow a
common minimum standard to be achieved throughout the world. The use of training outcomes is a
tangible way of achieving this desired aim.
7.10 As an example, a syllabus in training-outcome format for the subject of ship construction appears in
annex A2. This is a standard way of structuring this kind of syllabus. Although, in this case, an
outcome for each area has been identified - and could be used in an assessment procedure - this
stage is often dropped to obtain a more compact syllabus structure.
S Assessment
Training outcomes describe an outcome which is to be achieved by the trainee. Of equal importance
is the fact that such an achievement can be measured OBJECTIVELY through an evaluation which
will not be influenced by the personal opinions and judgements of the examiner. Objective testing or
evaluation provides a sound base on which to make reliable judgements concerning the levels of
understanding and knowledge achieved, thus allowing an effective evaluation to be made of the
progress of trainees in a course.
200
Annex A2 - Example of a Model Course syllabus in a subject area

Subject area: Ship construction
Prerequisite: Have a broad understanding of shipyard practice
General aims: Have knowledge of materials used in shipbuilding, specification of

shipbuilding steel and process of approval
Textbooks: No specific textbook has been used to construct the syllabus, but the
instructor would be assisted in preparation of lecture notes by referring to
suitable books on ship construction, such as Ship Construction by Eyres
(T12) and Merchant Ship Construction by Taylor (T58)

Tanker Familiarization Model Course 1.01

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Model Course 1.

Revised edition published 1987

Printed in the United Kingdom by CPC The Printers, Portsmouth.

Copyright IMO 2001

All rights reserved

Part A: Course Framework 5

Part B: Course Outline and Timetable 10

Part C: Detailed Teaching Syllabus 14

Part D: Instructor Manual 61

Appendix to Instructor Manual 79

Attachment:Guidanceon the implementationof model courses 191

Following the earlier adoption of the International Convention on Standards of Training,

Use of the model course

Guidance for course developers and instructors

Training and the STCW 1995 Convention

For ease of reference, the course is divided into separate sections.

An existing certificate may be suitably endorsed by the issuing Administration.

Course intake limitations

Training facilities and equipment

The following equipment should be available for classroom demonstration:

Available from:Videotel Marine International Limited

9 Cargo Operations (STCW Code, section B-V/1 paragraphs 14/15)*

Thus each training objective is supported by a number of related performance elements in

1 Cargo handling and stowage (STCW Code Table A-II/1, A-II/3)

Training outcome (as stated in Tables A-II/1, A-II/3, A-III/1)

1.1.1 Demonstrate a knowledge of safe handling of tanker cargoes including

1.1.1 Demonstrate a knowledge of safe handling of tanker cargoes including dangerous,

The material has been arranged under nine main headings:

The texts used as references throughout the course are:

Preparation is essential if the course is to be effective and successful.

Important stages in the development of bulk chemical shipping

Important stages in the development of liquefied gas shipping

1.3 Types of cargoes

Liquefied gas cargo

1.4 Tanker terminology

1.5 Rules and regulations

This can be done by a short presentation of the following:

Reference should be made to 81,83 and 88.

2.2 Basic chemistry, chemical elements and groups

The hydrocarbon structure

produce a number of FRACTIONS. Each fraction will consist of a range of petroleum

Mention can be made of the products in common use, such as:

methane (industrial gas) gaseous at

motor spirit (petrol)

greases semi-solid or solid

wax solid at atmospheric

Reference can also be made to 82 for properties of oil.

2.3 Physical properties of oil, chemicals and gases carried in bulk

References 81, 82, 83 and 88 give information relating to cargo properties.

3 Toxicity and other hazards

3.2 Fire hazards

3.3 Health hazards

Reference 81 covers the toxicity hazards of petroleum and its products.

Reference 88 covers the health hazards of liquefied gases or their vapours.

3.4 Hazards to the environment

3.5 Reactivity hazards

3.6 Corrosion hazards

Hazards from liquefied gas

4.2 Methods of controlling hazards on tankers

S Safety equipment and protection of personnel

Trainees should be drilled in the use of:

5.2 Specialized fire-extinguishing appliances

5.3 Breathing apparatus, tank evacuating, rescue and escape equipment

Trainees should be drilled in the use of: