Tanker Familiarization

Model Co.urse 1.01

Tanker Familiarization (2000 Edition)

First published in 1987 as Oil Tanker ~amiliarfzationby the INTERNATIONAL MARITIME ORGANIZATION 4 Albert Embankment, London, SE1 7SR

Revised edition published 1987 2ndedition published 1991 This edition published 2000 Printed in the United Kingdom by CPC The Printers, Portsmouth. 2 4 6 8 1 0 9 7 5 3 1 ISBN 92-801-6114-8

IMO PUBLICATION Sales number: T1O1E

ACKNOWLEDGEMENTS IMO wishes to express its sincere appreciation to the National Maritime Academy of Singapore for its valuable assistance and co-operation in the development of this course Grateful acknowledgement is made for the use of material and diagrams from: Standard Ship Designs, by R. Scott; Chemical/Parcel Tankers, edited by M. Grey; Gas Carriers, by R. Ffooks; Fairplay Publications Ltd., London International Safety Guide for Oil Tankers and Terminals, by ICS, OClMF and IAPH; Tanker Safety Guide (Chemicals) and Tanker Safety Guide (Liquefied Gas), by lnternational Chamber of Shipping; Liquefied Gas Handling Principles on Ships and Terminals, by SIGTTO; Witherby & Co. Ltd., London Cargo Pump Installations, by K.M.B. Donald; Institute of Marine Engineers Technical Paper, London "Explosion-proof valve-systems, flame arresters and equipment for safety and environmental protection", Braunschweiger Flammenfilter Armaturen- und Apparatebau Gmbh, Braunschweig, Germany "Submerged Cargo Pumps" and other material, Frarik Mohn NS, Nesttun, Norway Copyright O IMO 2001

All rights reserved No part of this publication may, for sales purposes, be produced, stored in a retrieval system or transmitted in any form or by any means, electronic, electrostatic, magnetic tape, mechanical, photocopying or othewise, without prior permission in writing from the International Maritime Organization

CONTENTS Page

Foreword Introduction Part A: Course Framework Part B: Course Outline and Timetable Part C: Detailed Teaching Syllabus Part D: lnstructor Manual Appendix to lnstructor Manual Attachment: Guidance on the implementation of model courses

Foreword Since its inception the International Maritime Organization has recognized the importance of human resources to the development of the maritime industry and has given the highest priority to assisting developing countries in enhancing their maritime training capabilities through the provision or improvement of maritime training facilities at national and regional levels. IMO has also responded to the needs of developing countries for postgraduate training for senior personnel in administration, ports, shipping companies and maritime training institutes by establishing the World Maritime University in Malmo, Sweden, in 1983. Following the earlier adoption of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, a number of IMO Member Governments had suggested that IMO should develop model training courses to assist in the implementation of the Convention and in achieving a more rapid transfer of information and skills regarding new developments in maritime technology. IMO training advisers and consultants also subsequently determined from their visits to training establishments in developing countries that the provision of model courses could help instructors improve the quality of their existing courses and enhance their effectiveness in meeting the requirements of the Convention and implementing the associated Conference and IMO Assembly resolutions. In addition, it was appreciated that a comprehensive set of short model courses in various fields of maritime training would supplement the instruction provided by maritime academies and allow administrators and technical specialists already employed in maritime adrr~ir~istrations, ports and shipping companies to improve their knowledge and skills in certain specialized fields. IMO has therefore developed the current series of model courses in response to these generally identified needs and with the generous assistance of Norway. These model courses may be used by any training institution and the Organization is prepared to assist developing countries in irr~plementingany course when the requisite financing is available. W. A. O'NEIL Secretary-General

Introduction Purpose of the model courses The purpose of the IMO model courses is to assist maritime trair~inginstitutes and their teaching staff in organizing and introducing new training courses, or in enhancing, updating or supplementing existing training material where the quality and effectiveness of the training courses may thereby be improved. It is not the intention of the model course programme to present instructors with a rigid "teaching packageV.which they are expected to "follow blindly". Nor is it the intention to substitute audio-visual or "programmednmaterial for the instructor's presence. As in all training erideavours, the knowledge, skills and dedication of the instructors are the key components in the transfer of knowledge and skills to those being trained through IMO model course material. Because educational systems and the cultural backgrounds of trainees in maritime subjects vary considerably from country to country, the model course material has been designed to identify the basic entry requirements and trainee target group for each course in universally applicable ternis, and to specify clearly the technical content and levels of knowledge and skill necessary to meet the technical intent of IMO conventions and related recommendations. 'This is the firstmajor revision to this model course. In order to keep the training programme up to date in future, it is essential that users provide feedback. New informationwill provide better training in safety at sea and protection of the marine environment. Information, comments and suggestions should be sent to the Head of the STCW and Human Element Section at IMO, London.

Use of the model course To use the model course, the instructor should review the course plan and detailed syllabus, taking into account the information provided under the entry standards specified in the course framework. The actual level of knowledge and skills and the prior technical education of the trainees should be kept in mind during this review, and any areas within the detailed syllabus which may cause difficulties because of differences between the actual trainee entry level and that assumed by the course designer should be identified. To compensate for such differences, the instructor is expected to delete from the course, or reduce the emphasis on, items dealing with knowledge or skills already attained by the trainees. He should also identify any academic knowledge, skills or technical training which they may not have acquired. By analysing the detailed syllabus and the acaderr~icknowledge required to allow training in the technical area to proceed, the instructor can design an appropriate pre-entry course or, alternatively, insert the elements of academic knowledge required to support the techrrical training elements concerned at appropriate points within the technical course. Adjustment of the course objective, scope and content niay also .be necessary if in your maritime industry the trainees completing the course are to undertake duties which differ from the course objectives specified in the model course. Within the course plan the course designers have indicated their assessment of the time which should be allotted to each area of learning. However, it must be appreciated that these allocations are arbitrary and assume that the trainees have fully met all entry requirements of the course. The instructor should therefore review these assessments and may need to reallocate the time required to achieve each specific learning objective or training outcome.

TANKER FAMILIARIZATION

4 Lesson plans Having adjusted the course content to suit the trainee intake and any revision of the course objectives, the instructor should draw up lesson plans based on the detailed syllabus. The detailed syllabus contains specific referencesto the textbooks or teaching material proposed to be used in the course. Where no adjustment has been found necessary in the learning objectives of the detailed syllabus, the lesson plans may simply consist of the detailed syllabus with keywords or other reminders added to assist the instructor in making his presentation of the material. 4 Presentation The presentation of concepts and methodologies must be repeated in variol-ls ways until the instructor is satisfied, by testing and evaluating the trainee's performance and achievements, that the trainee has attained each specific learning objective or training outcome. The syllabus is laid out in learning-objective format and each objective specifies what the trainee must be able to do as the learning or training outcome. Taken as a whole, these objectives aim to meet the knowledge, understanding and proficiency specified in the appropriate tables of the STCW Code. 4 Implementation For the course to run smoothly and to be effective, considerable attention must be paid to the availability and use of:

properly qualified instructors; support staff; rooms and other spaces; equipment; textbooks, technical papers; and other reference material. Thorough preparation is the key to successful implementation of the course. IMO has produced "Guidance on the implementation of model courses", which deals with this aspect in greater detail and is included as an attachment to this course. In certain cases, the requirements for some or all of the training in a subject are covered by another IMO model course. In these cases, the specific part of the STCW Code which applies is given and the user is referred to the other model course. 4 Guidance for course developers and instructors This tanker familiarization course comprises three main parts. These are the basic understanding of the characteristics of oil, chemical, and liquefied gas; personnel safety and pollution prevention; and general shipboard cargo-handling system.

The first part covers the properties and associated hazards related to the cargoes. The second part covers the means and measures to control the hazards and to prevent pollution, for the protection of personnel and the environment. The third part provides a general overview of cargo-handling equipment and operations on board tankers.

INTRODUCTION

These three aspects are necessarily interlinked. One approach to achieving the standard of competence is through the proper supervision of on-board training. In revising this course, all of the detailed syllabuses of the existing oil, chemical and liquefied tanker familiarization model courses have beer1 included without unnecessary duplication. This forms the bulk of the detailed teaching syllabus for the model course. It has been rearranged and amended to suit the revision. Additional material in chapters 1 to 6 of this'model course is included to satisfy all requirements of STCW Code section A-VII, paragraphs 2 to 7. No additions have been made to chapters 7 to 9, which are taken from the respective chapters of the existing model courses. This material is included to meet their corresponding requirements in STCW Code section B-V. lnstructors should emphasize in their teaching the hazards involved in the operations on board tankers. They should explain, in as much detail as is necessary, the safety considerations in the syste'ii~s,equipment and constructional features that exist to control those hazards. The lessons delivered during the course should be tailored to the needs of the trainees. Officers with extensive experience on board tankers and those that have received guided instruction on board may need less classroom teaching than those with simply the minimum sea experience on tankers generally. In addition, officers may require more guided instruction on board or classroom teaching than ratings. lnstructors should keep in mind that some of the topics in this model course are also introduced in the model courses for the officer in charge of a watch in the function "Controlling the Operation of the Ship and Care for Persons on Board at the Operational Leveln. These topics may therefore be treated as a revision of earlier learning. Physical properties of oils and vapours covered in this tanker familiarization model course can also be found in the basic physics of the officer in charge of a watch model courses (for both navigation and marine engineering functions); therefore the basic physics in section 2 of this model course is a revision and extension of that training. Similarly, entrants will need to complete an approved shore-based fire-fighting course (STCW regulation VI1 , paragraph I ) , and hence in this model course the fire-fighting principles are dealt with only briefly. I Training and the STCW 1995 Convention The standards of competence that have to be met by seafarers are defined in Part A of the STCW Code in the Standards of Training, Certification and Watchkeeping for Seafarers Convention, as amended in 1995. This IMO model course has been revised and updated to cover the competences in STCW 1995. It sets out the education and training needed to achieve those standards.

Familiarization training requirements for officers and ratings assigned specific duties and responsibilities related to cargo or cargo equipment on tankers are detailed in section A-VII,, paragraphs 1 to 7 and in section B-V11 of the STCW Code. This model course aims to provide a familiarization training programme referred to in paragraph 1.2 of regulation VII. For ease of reference, the course is divided into separate sections. Part A provides the framework for the course, with its aims and objectives and notes on the suggested teaching facilities and equipment. A list of useful teaching aids, IMO references and textbooks is also included.


Part B provides an outline of lectures, demonstrations and exercises for the course, together with a suggested sequence and timetable. From the teaching and learning point of view, it is more important that the trainee achieves the minimum standard of competence defined in the STCW Code than that a strict timetable for each topic is followed. Depending on their experience and ability, some students will naturally take longer to become proficient in some topics than in others. Part C gives the Detailed Teaching Syllabus. 'This is based on the theoretical and practical knowledge specified in the STCW Code. It is presented in a logical sequence, starting with basic knowledge and information on oillchemicallliquefied gas cargoes and their hazards, methods of hazard control, safety, pollution prevention, emergency operations and concluding with cargo equipment and operations. Each subject area is covered by a series of required performances, in other words what the trainee is expected to be able to do as a result of the teaching and training. In this way the overall required performance of knowledge, understanding and proficiency is met. IMO references, textbook references and suggested teaching aids are included to assist the teacher in designing lessons. Part D contains an Instructor Manual with additional explanations and an example lesson plan. The Convention defines the rninimuni standards to be maintained in Part A of the STCW Code. Mandatory provisions concerning training and assessment are given in section A-116 of the STCW Code. These provisions cover: qualification of instructors; supervisors as assessors; in-service training; assessment of competence; and training and assessment within an institution. A corresponding Part B of the STCW Code contains non-mandatory guidance on training and assessment. A separate IMO model course addresses examination and assessment of competence. This course explains the use of various methods for demonstrating competence and criteria for evaluating competence as tabulated in the STCW Code, and may be helpful in developing any necessary assessments.

Responsibilities of Administrations .

Administrations should ensure that training courses delivered by colleges and acadernies are such as to ensure that officers and ratings, assigned specific duties and responsibilities related to cargo or cargo equipment on tankers, completing training do meet the standards of competence required by STCW regulation V l l , paragraph 1.2. E

Validation

The information contained in this document has been validated, subject to confirmation by the Sub-committee on Standards of Training and Watchkeeping, by avalidation Panel comprised of representatives designated by ILO and IMO. The model course material is intended for use by technical advisers, consultants and experts for the training and certification of seafarers so that the minimum standards implemented may be as uniform as possible. "Validationn, in the context of this document, means that no grounds have been found to object to its content. The work must not be regarded as an official interpretation of the Convention.

Part A: Course Framework H Scope This course provides training for officers and ratings assigned specific duties and responsibilities related to cargo and cargo equipment on tankers. It comprises a familiarization training programme appropriate to their duties and responsibilities, including characteristics of tanker cargoes, their associated hazgrds, safety measures, pollution prevention, emergency operations, cargo equipment and operations. The course takes account of section A-Vl1 of the STCW Code adopted by ttie International Convention on Standards of Training, Certification and Watchkeeping for Seafarers 1978, as amended in 1995.

Any of this training may be given on board or ashore. It should be supplemented by practical instr~~ction on board and, where appropriate, in a suitable shore-based installation. H

Objective

Provided they hold an appropriate certificate and are otherwise qualified in accordance with regulation VIA-1.2 of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers 1978, as amended in 1995, those successfully completing the course should be able to assume the duties and responsibilities related to cargo and cargo equipment, as specifically assigned to them. H Entry standards This course is open to seafarers who are to be assigned specific duties and responsibilities related to cargo and cargo equipment on tankers, and who have completed an approved shorebased fire-fighting course in addition to the training required by regulation VIII as stipulated in STCW regulation VII, paragraph 1. See the chart on page 6, which is also presented as a teaching aid transparency in appendix 3.

The tanker familiarization course must be approved by the Administration. Officers and ratings who are qualified in accordance with regulation VII, paragraph 1, as appropriate, shall be issued with an appropriate certificate. An existing certificate may be suitably endorsed by the issuing Administration. H COU-rseintake limitations The number of trainees should not exceed-20, and practical training should be undertaken in small groups of not more than four. H Staff requirements The instructor shall have appropriate training in instructional techniques and training methods (STCW Code A-116, paragraph 7). It is recommended that all training and instruction is giver1 by qualified personnel experienced in the handling and characteristics of oillchemicallliquefied gas cargoes and the safety procedures involved.

Staff may be recruited from deck and engineer officers of tankers, .fleet superintendents and personnel in freight departments, cargo survey bureaux or laboratories, as appropriate.


STCW 95 training scheme for personnel on tankers

Approved shore-based fire-fighting course (STCW regulation VII, paragraph 1)

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

T

Approved tanker familiarization course (STCW regulation VI1 , paragraph 2)

* Experience appropriate to duties on tankers (STCW regulation V11 , paragraph 2.1 )

Specialized tanker training programme (STCW regulation V11 , paragraph 2.2) I

Service in positions with the immediate responsibility for loading, discharging and care in the transit or handling of tanker cargo (STCW regulation V l l , paragraph 2.1 )

Note: Administrations may require additional training at sea or ashore to meet national requirements

PART A: COURSE FRAMEWORK

Training facilities and equipment Ordinary classroom facilities and an overhead projector are sufficient for most of the course, and if possible a visit to a tanker should be arranged. When making use of audio-visual materials, the appropriate equipment must be available. It is widely recognized that well-desig ned lessons and exercises can improve the effectiveness of training and shorten training times compared to traditional methods. The following equipment should be available for classroom demonstration: Complete set of personnel safety equipment, including breathing apparatus Set of suitable protective equipment, including cheniical and gas-tight suits Tank evacuating equipment Resuscitator . Filter-type respiratory protection for emergency escape Self-contained breathing apparatus for emergency escape Portable oxygen meter personal oxygen monitor Portable combustible-gas detector Portable toxic-gas detector Chemical absorption tubes for toxic-gas detector (for benzene, carbon monoxide, hydrogen sulphide) Portable foam applicators It may be more appropriate to conduct some parts of the course on board tankers. These are indicated in the course outline. -

Use of simulators 'The revised STCW Convention sets standards regarding the performance and use of simulators for mandatory training, assessment or demonstration of competence. The general performance standards for simulators used in trail-ling and for simulators used in assessment of competence are given in section A-Ill 2. section B-1/12 provides guidance on the use of simulators in these activities. However, simulator-based training and assessment is not a mandatory requirement for this tanker training programme, and is not included in any part of this familiarization course.

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


Available from:Videotel Marine lnternational Limited 84 Newman Street, London, W l P 3LD, UK Tel: +44 (0)20 7299 1800 Fax: +44 (0)20 7299 1818 E-mail: [email protected] LIRL: www.videotel.co.uk

Bibliography (B) B1

B2

B3 B4 B5 B6 B7 B8 B9 B10

B11

B12 B13 B14 B15 B16 B17 B18 B19 B20

ICSIOCIMFIIAPH, lnternational Safety Guide for oil Tankers and Terminals. 4th ed. [London, Witherby and Co. Ltd. (32136 Aylesbury Street, London, ECIR OET, U.K), 19961 (ISBN 1-85609-081-7) C. Baptist (Captain), Tanker Handbook for Deck Officers. 7th ed. [Glasgow, Brown, Son & Ferguson Ltd. (4-10 Darnley Street, Glasgow, G41 2SD, U.K), 19911(ISBN 0-85174587-3) lnternational Chamber of Shipping, Tanker Safety Guide (Chemicals), 2nd ed. (London,, Witherby and Co. Ltd., 1991) (ISBN 0-948691-50-6) M. Grey (editor), Chemical/Parcel Tankers, 3rd ed. (London, Fairplay Publications Ltd.,, 1984) (ISBN 0-905045-67-X) (Out of print) B. Bengtsson, Sea Transport of Liquid Chemicals in Bulk, 3rd ed. (Ockero, B.Bengtsson and A.B. Inmar, 1982) (ISBN 91-970090-0-8) ICSIOCIMFIIAPHIIN'rERTANKOICEFICISIGTTO, Ship/Shore Safety Check List Guidelines (London, lnternational Chamber of Shipping, 1998) Internationdl Chamber of Shipping, Tanker Safety Guide (Liquefied Gas), 3rd ed. (London, W itherby and Co. Ltd., 1996) (ISBN 0-906270-01-4) SIGTTO, Liquefied Gas Handling Principles on Ships and in Terminals, 2nd ed. (London, Witherby and Co. Ltd., 1996) (ISBN 0-900886-93-5) Gas Measurements on Combination Carriers and Crude Oil Tankers, (NSOS, Grenseveien 99, N-0601, Oslo 6, Norway) lnternational Chamber of ShippinglOil Companies lnternational Marine Forum, Ship to Ship Transfer Guide (Petroleum), 3rd ed. (London, Witherby & Co. Ltd., 1997) (ISBN 185609-097-3) lnternational Chamber of ShippinglOil Companies lnternational Marine Forum, Clean Seas Guide for Oil Tankers, 4th ed. (London, Witherby & Co. Ltd., 1994) (ISBN 1-85609058-2) U.S. Coast Guard, CHRIS, Manual 11, Hazardous Chemical Data, (Washington, D.C., Government Printing Office, 1988) N. I. Sax, and R. J. Lewis, Sr., HawleyJsCondensed Chemical Dictionary, 13th ed. (New York, Van Nostrand Reinhold, 1977) (ISBN 0-442-011318) Tank Cleaning Guide, 6th ed. (Rotterdam, B.V. Chemical Laboratory "Dr. A. Verwey", 1998) Bureau VERITAS, Gas and Chemical Ship Safety Handbook, 2nd ed. (London, Lloyds of London Press Ltd., 1997) (ISBN 1-85044-089-1) Drager-Tube Handbook. IIth ed. (Drager Sicherheitstechnik GmbH, Revalstrasse 1, D-23560 Liibeck, Germany, 1998) (ISBN 3-926762-06-3) R. Ffooks (editor), Gas Carriers, Ist ed. (London, Fairplay Publications Ltd., 1984) (ISBN 0-905045-52-1) (Out of print) T. W. V. Woolcott, Liquefied Petroleum Gas Tankerpractice, 2nd ed. (Glasgow, Brown,, Son and Fergusor~Ltd., 1987) (ISBN 0-85174-295-5) R.G. Wooler, Marine Transportation o'f LNG and Related Products, (Cambridge, MD, Cornell Maritime Press Inc., 1975) (ISBN 0-87033-193-0) INTERTANKO, Measures to Prevent Accidental Pollution, 1990

PART A: COURSE FRAMEWORK

Secondhand copies of out-of-print books may be available from the Warsash Nautical Bookshop, 6 Dibles Road, Warsash, Southampton, SO31 9HZ, U.K. Tel: +44 1489 572384, Fax: +44 1489 885756, E-mail: [email protected]; URL: www.nauticalbooks.co.uk

IMO references (R) R1 R2 R3 R4 R4.1 R4.2 R4.3 R5 R6 R7 R8 R9 R10 R11 R12 R13 R14

lnternational Convention for the Safety of Life at Sea, 1974 (SOLAS 1974) Consolidated Edition 1997, (IMO-I IOE) lnternational Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 197811995 (IMO-938E) Standard Marine Navigational Vocabulary (IMO-985E) lnternational Convention for the Prevention of Pollution from Ships, 197311978 (MARPOL 73/78) Consolidated Edition 1997 (IMO-520E) Annex I of MARPOL 73/78: Regulations for the Prevention of Pollution by Oil Annex II of MARPOL 73/78: Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk Annex VI of MARPOL 73/78: Regulations for the Prevention of Air Pollution from Ships Inert Gas Systems (IMO-860E) Crude Oil Washing systems (IMO-617E) Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (IMO-251E) Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code), as amended (IMO-772E) lnternational Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code), as amended (IMO-100E) Emergency Procedure for Ships Carrying Dangerous Goods (IMO-254E) Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, as amended (IMO-782E) lnternational Code for the Construction and Equipment of Ships Canying Liquefied Gases in Bulk, as amended (IGC Code) (IMO-104E) Guidelines for the Development of Shipboard Oil Pollution Emergency Plans (SOPEP) (IMO-586E) lnternational Safety Management Code (ISM Code) (IMO-117E)

Details of .distributors of IMO publica.tions that maintain a permanent stock of all IMO publications may be found on the IMO web site at http://www.imo.org

Textbooks (T) TI T2 T3

lnternational Chamber of Shipping, Safety in Oil Tankers. (International Chamber of Shipping, Carthusian Court, 12 Carthusian Street, London, ECIM 6EZ, U.K.) lnternational Chamber of Shipping, Safety in Chemical Tankers. (International Charnber of Shipping, Carthusian Court, 12 Carthusian Street, London, EC1M 6EZ, U.K.) lnternational Chamber of Shipping, Safety in Liquefied Gas Tankers. (International Chamber of Shipping, Carthusian Court, 12 Carthusian Street, London, EC1M 6EZ, U.K.)

Part 6: Course Outline and Timetable Minimum requirements for the training of officers and ratings on tankers (STCW chapter V , reg~~~lation VIA, paragraph 1) Course Outline Knowledge, understanding and proficiency

Approximate Time (hours) Lectures, demonstrations and practical work

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

1 1.1 1.2 1.3 1.4 1.5

The course Development of tankers Types of cargoes Tanker terminology Rules and regulations

0.5

Characteristics of Cargoes (STCW Code, section A-Vll, paragraph 2) 2.1 Basic physics 2.2 Basic chemistry, chemical elements and groups 2.3 Physical properties of oil, chemicals and gases carried in bulk

2

3

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

3.1 3.2 3.3 3.4 3.5 3.6

21314) ~ e n e i aconcepts l and effects of toxicity Fire hazards Health hazards Hazards to the environment Reactivity hazards Corrosion hazards

4

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

4.1 Cargo Safety Data Sheets 4.2 Methods of controlling hazards on tankers

1.O

4.0 5.0

5

Safety Equipment and Protection of Personnel (STCW Code, section

5.1 5.2 5.3 5.4 5.5 5.6

A-VI1 , paragraph 6) Safety measuring instruments Specialized fire-extinguishing appliances Breathing apparatus, tank evacuating, rescue and escape equipment Protective clothing and equipment Resuscitators Safety Precautions and Measures

6

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

6.1 6.2 6.3 6.4 6.5

Causes of marine (air and water) pollution Prevention of marine pollution Measures to be take" in the event of spillage SOPEP Shiplshore liaison

7

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

7.1 7.2 7.3 7.4 7.5

Emergency measures Organizational structure Alarms Emergency procedures First-aid treatment

1.O 1.O

1.O 0.5 0.5 1.O 2.0 5.0

...............................................................................

40.0

PART B: COURSE OUTLINE AND TIMETABLE

1

1 Course Outline (continued)

Approximate Time (Hours) Lectures, demonstrations and practical work

Knowledge, understanding and proficiency

8 8.1 8.2 8.3

Cargo Equipment (STCW Code, section B-VIA paragraph 14)' General cargo-handling equipment on board oil tankers General cargo-handling equipment on board chemical tankers General cargo-handling equipment on board liquefied gas tankers

6.0 6.0 6.0 18.0

9 Cargo Operations (STCW Code, section B-VI1 paragraphs 14115)* 9.1 General awareness of safe cargo operational procedures on tankers

12.0 12.0

TOTAL

I

70

I

Note: It is suggested that relevant shipboard experience can serve as an efficient teaching tool. Should shipboard service be available, then the classllecture hours should be adapted to incorporate such in-service training: Areas that are preferable for such training are indicated with an asterisk, *.

Course Timetable An exarr~pleof the course timetable for the tanker familiarization course is given in the next two pages. Periods coveiing chapter 8 and chapter 9 are taken preferably on board and are optional in the course conducted ashore.

Period I(1% hours)

Day

IIntroduction The course 1.'I 1.2 Development of tankers 1.3 Types of cargoes

Lunch Break

Period 2 (1% hours)

2.2 Basic chemistry, chemical elements and groups

2.2 Basic Chemistry, chemical elements and groups (contd.) 2.3 Physical properties of oil, chemicals and gases carried in bulk

3.2 Fire hazards 3.3 Health hazards

3.3 Health hazards (contd.) 3.4 Hazards to the environment

Period 4 (1% hours)

1.5 Rules and regulations 2 Characteristics of cargoes 2.1 Basic physics

1.3 Types of cargoes (contd.) 1.4 Tanker terminology I

Day

Peri~3 d (1% hours)

2.1 Basic physics (contd.) I

I

2.3 Physical properties of oil, chemicals and gases carried in bulk (contd.) 3 Toxicity and other hazards

I

3.5 Reactive hazard 3.6 Corrosion hazard 4 Hazard control 4.1 Cargo Safety Data Sheet

5 safety equipment and protection o f personnel 5.1 Safety measuring instruments

3.1 General concepts and effects of toxicity (cOntd.)

4.1 Cargo Safety Data Sheet (contd.) 4.2 Methods of controlling hazards on a tanker

I

-

5.1 Safety measuring instruments (contd.) 5.2 Specialized fire-extinguishing appliances

Day

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

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

Day 5

5.3 Breathing apparatus, tank evacuating, rescue and escape equipment

5.3 Breathing apparatus, tank evacuating, rescue and escape equipment (contd.) 5.4 Protective clothing and equipment

5.5 Resuscitators 5.6 Safety Precautions and measures

5.6 Precautions and measures (contd.) 6 Pollution prevention 6.1 Cause of marine (air and water) pollution

Day

6.2 Prevention of marine pollution 6.3 Measures to be taken in the event of spillage

6.3 Measures to be taken in the event of spillage (contd.) 6.4 SOPEP

6.5 Shiplshore liaison

6.5 Shiplshore liaison (contd.) 7 Emergency operations 7.1 Emergency measures

Day 7

7.2 Organizational structure 7.3 Alarms 7.4 Emergency procedures

7.4 Emergency procedures (contd.) 7.5 First-aid treatment

7.5 First Aid treatment (contd.) Assessment or 8 Cargo equipment

Assessment (contd.) or 8.1 General cargo-handling equipment on board oil tankers

..

Period 1 (1% hours)

Day

8.1 General cargo-handling equipment on board oil tankers

Period 2 (1% hours)

Lunch Break

8.1 General cargo-handling equipment on board oil tankers (contd,) ,

Period 3 (1% hours)

Period 4 (1% hours)

8.1 General cargo-handling On tankers (contd.) 8.2 General cargo-handling equipment on board chemical tankers

8.2 General cargo-handling equipment on board chemical tanke~s(contd.)

Day 9

8.2 General cargo-handling equipment on board chemical tankers (contd.)



8.3 General cargo-handling equipment on board liquefied gas tankers

Day 10

8.3 General cargo-handling equipment on board liquefied gas tankers (contd.)

8.3 General cargo-handling equipment on board liquefied gas tankers (contd.)

8.3 General cargo-handling equipment On board liquefied gas tankers (contd.) 9 Cargo operations

9.1 General awareness of safe cargo operational procedures on tankers (contd.)

Day 11





Day 12



9.1 General awareness of safe cargo operational procedures on tankers (contd.) 10 Assessment

.

zm$ 0

Assessment (contd.)

2 A

V)

m 0 C

2Z Teaching staff should note that this timetable is a suggestion only as regards sequence and length of time allocated to each objective. These factors may be adapted by lecturers to suit individual groups of trainees depending on their experience, ability, equipment and staff available for training.

"D

Z

0

-I

K

1

D

EI2

Part C: Detailed Teaching Syllabus Introduction The detailed teaching syllabus is presented as a series of learning objectives. The objective, therefore, describes what the trainee must do to demonstrate that the specified knowledge or skill has been transferred and competence achieved.

Thus each training objective is supported by a number of related performance elements in which the trainee is expected- to be proficient. The teaching syllabus shows the required performance required of the trainee in the tables that follow. In order to assist the instructor, references are shown to indicate IMO references and publications, textbooks and teaching aids that instructors may wish to use in preparing and presenting their lessons. The material listed in the course frameworkhas been used to structure the detailed teaching syllabus; in particular, Teaching aids (indicated by A) Bibliography (indicated by B) IMO reference (indicated by R) and Textbooks (indicated by T) will provide valuable information to instructors. The abbreviations used are: App.:

Appendix

Art.:

Article

para.:

paragraph

~eg.:

Regulation

Sect.:

Section

The following are examples of the use of references: " A l n refers to the Instructor Manual in Part D of this model course "R4" refers to MARPOL 73/78, Consolidated Edition 1997 "TI" refers to (ICS) Safety in Oil Tankers Note Throughout the course, safe working practices are to be clearly defined and emphasized with reference to current international requirements and regulations.

It is expected that the national institution implementing the course will introduce references to national requirements and regulations as necessary. Aims The aim of this model course is to ensure that on completion of training the candidate will meet the minimum standard of competence to undertake duties on tankers in accordance with Regulation VI1 paragraph 1.2 of STCW 1995. At the time of revising the STCW Convention the competences required by officers and ratings in connection with cargowork on tankers were not drafted in the form of Tables as were those for watchkeepers, for example, see Table 14

PART C: DETAILED TEACHING SYLLABUS

A-1111. The experience and training requirements for tanker masters and officers were amended in 1994 and canie into effect on 1 January 1996. With limited time and resources available for drafting revisions to the Convention, it was decided to leave this section essentially unchanged. The relevant theoretical and practical familiarization knowledge required for tanker operations is specified in Section A-VI1 paragraphs 2-7. The following section illustrates how this training and practical knowledge, and the elements in this model c6urse, fit with the format of STCW standards of competence, grouped under defined functions for a given level of responsibility. In this respect the training is based on the following functions, at the operational level: 1

Cargo handling and stowage (STCW Code Table A-Ill1 , A-1113)

2

Controlling the operation of the ship and care for persons on board (Table AIll1, A-lIl3, A-lllll)

3

Marine engineering - pumping systems and associated control systems (Table A-lllll).

Competence The competences required by candidates may be expressed in terms of the Convention as follows. Note: the text in italics is added in the context of tanker operations. 1.I Monitor the loading and ur~loadingof tanker cargoes, and their care during the voyage 2.1

Ensure compliance with pollution-prevention requirements

2.2

Monitor compliance with legislative requirements

3.1

Operate tanker cargo purr~pingsystems and associated control systems

Training outcome (as stated in Tables A-llll, A-1113, A-Illll) The standard of knowledge, understanding and proficiency associated with the above competences is therefore considered to be as tabulated below. Note again that the text in italics is added in the context of tanker operations. .I Demonstrate a knowledge of safe handling of tanker cargoes including 1.I dangerous, hazardous and harmful cargoes and their effect on the safety of life and of the ship 2.1 .IDemonstrate a knowledge of the precautions to be taken on board tankers to prevent pollution of the niarine environment and use of all associated equipment on 2.1.2 Comply with anti-pollution proced~.~res tankers 2.2.1 Demonstrate a basic working knowledge of relevant IMO conventions applicable to tankers concerning safety at sea and protection of the environment. 3.1 .IDemonstrate a knowledge of the safe operation of the tanker cargo pumping . systems in accordance with established rules and procedures. The individual syllabus areas with training outcomes or objectives covered in Part C of this course may be listed as follows. This text aims to show how the basic competences for monitoring the various operations involved on tankers are addressed in this model course.

TANKER FAMILIARIZATION The numbering of the sub-heading, for example 2,1 Basic physics, follows the numbering employed in Part C of this model course.

.? 1.I

Demonstrate a knowledge of safe handling of tanker cargoes including dangerous, hazardous and harmful cargoes and their effect on the safety of life and of the ship 2 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 Hazardcontrol 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 .I Demonstrate a knowledge of the precautions to be taken on board tankers to prevent pollution of the marine environment 2.1.2 Comply with anti-pollution procedures and use of all associated equipment on tankers 6 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 Shiplshore liaison

Demonstrate a basic working knowledge of relevant IMO conventions applicable to tankers concerning safety at sea and protection of the environment I Introduction 1.1 The course 1.2 Development of tankers 1.3 Types of cargoes 1.4 Tanker terminology 1.5 Rules and regulations

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.I Demonstrate a knowledge of the safe operation of the tanker cargo pumping systems in accordance with established rules and procedures 4 Hazard control 4.1 Cargo Safety Data Sheets 4.2 Methods of controlling hazards on tankers 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


,

IMO reference

Knowledge, understanding and proficiency 1 Introduction Required performance: 1.1 The course

II

R2 - Reg. V l l

Textbooks, Bibliography

Teaching aid A1 - para. 1

I

I

.I states the background for and the purpose of the course as: - the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, as amended in 1995 (STCW 1995), which contains mandatory minimum requirements for training and qualifications of masters, officers and ratings of tankers - this training is divided into two parts: level 1: atanker familiarization course, or under an approved seagoing service, for officers and ratings assigned specific duties and responsibilities related to cargo or cargo equipment on tankers; level 2: a specialized training programme for masters, chief engineer officers, chief mates, second engineer officers and any person with immediate responsibilityfor loading, discharging and care in transit or handling of cargo on oil tanker, chemical tanker or gas tanker on which they serve - this course covers the requirements for level 1 training required by STCW 1995, Reg. Vll(1.2) .2 states that personnel on tankers should at least have attended an approved shore-based fire-fighting course and the training required by Reg. VIII of STCW 1995

Required performance: 1.2 Development of tankers .I lists important stages in the development of oil, chemical and liquefied gas tankers as outlined on pages 130-1 32 pjs7]0f Appendix 2

Required performance: 1.3 Types of cargoes

Oil cargo

1

R4 -Annex I .I states that "oil" means petroleum in any form, including crude Reg. I oil, fuel oil, sludge, oil refuse and refined products (other than petrochemicals) .2 states that the list of oils includes the substances shown on page 143 [bjs2]of Appendix 2 .3 states that crude petroleum as discharged at the well head is a mixture of a large number of different hydrocarbon molecules .4 states that "hydrocarbons" is the common name for substance: composed of only the elements hydrogen and carbon .5 states that the composition of petroleum depends on its source .6 states that the petroleum remaining after the removal of products such as methane is termed 'crude oil" .7 describes general arrangement of tankers which carry bulk cargoes of: - crudeoil - petroleum products - bitumen - oreloil - orelbulkloil

/

A2 - App. 2 Fig. 1.1 to 1.13

I A2 - App. 2 Fig. 1.I4

II



IMO reference

Chemical cargo .8

.9

states that: a chemical tanker is primarily designed for the carriage of dangerous chemicals in bulk these chemicals are listed in the IMO Bulk Chemical Codes - in addition to the cargoes listed in the Codes, chemical tankers may carry a wide variety of other liquid products which would normally be considered to be unrelated to chemicals, such as: fruit juice water molasses animal and vegetable oils clean petroleum products and lubricating oils

-

explains that a chemical tanker may carry dangerous chemicals and all product tanker cargoes, but that a product tanker is limited to carry products and chemicals which are not identified in the Codes as dangerous

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

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TANKER FAMlLlARlZArlON

Knowledae. understanding and ~roficiencv

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IMO reference


Teaching aid

.22 explains that a chemical tanker engaged in parcel service moves a variety of relatively small lots of chemicals between a number of ports 68

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

R11 - Ch. XIX R12 - Ch. 19

A2- App. 2 Fig. 1.16

.28 states that 'liquefied petroleum gas" - LPG - is a common name for petroleum gases, mainly propane and butane

I

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

I

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

1 Required performance:

( 1.4 Tanker terminology .I explains commonly used terms and abbreviations on board tankers and in tanker terminals as listed in Appendix 1

I Required performance:

1 1.5 Rules and regulations .I lists the most important of the rules governing tankers as: - international rules and regulations - national rules and regulations - classification society rules .2 states that transport of oil, liquid chemicals and liquefied gas by sea in bulk is internationally regulated - as regards safety and pollution aspects -through conventions adopted by the International Maritime Organization (IMO)

I

I1

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Knowledge, understanding and proficiency .3

explains that the convention requirements are supplemented by recommendations, specifications and codes adopted by IMO

.4

states that the IMO conventions covering the carriage of oil, chemicals and liquefied gas in bulk are: - the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended - the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the 1978 Protocol (MARPOL 73/78), as amended - the lnternational Convention for Standards of Training, Certification and Watchkeeping, as amended .5 states that all tankers of 500 gross tons and upwards must comply with the lnternational Management Code for Safe Operation of Ships and for Pollution Prevention (ISM Code) .6 states that the most important codes and standards covering the transport of chemicals are: - the Bulk Chemical Codes (BCH and IBC Codes) - Standards for Procedures and Arrangements (P & A Standards) .7 states that the codes and standards covering design, construction and other safety measures for ships carrying liquefied gases in bulk are set out in the IMO's Gas Carrier Codes

I

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.8

lists examples of national rules

.9

lists examples of classification society rules

L reference

R1 R4 R2

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12 Characteristics of cargoes

I Required performance: 12.1 Basic physics

1

I 1

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

R14

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TANKER FAMILIARIZATION IMO reference

Knowledge, understanding and proficiency Required performance: (2.2 Basic chemistry, chemical elements and

I

.I

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

-

The hydrocarbon structure .5 states that:

-

crude petroleum as discharged at the well head is a mixture of a large number of different hydrocarbon molecules the molecules are termed 'light" or 'heavy" according to the number of carbon atoms forming the molecule - very light molecules such as methane, butane and propane tend to be gaseous under normal atmospheric conditions - very heavy molecules such as asphalt and bitumen tend to be solid under normal atmospheric conditions - intermediate molecules such as petrol (motor spirit) and diesel oil tend to be liquid under normal atmospheric conditions - very light gaseous molecules such as methane are extracted at the well head - the petroleum remaining after the removal of products such as methane is termed 'crude oil" - crude oil is a mixture of hydrocarbons which under normal atmospheric conditions are gaseous, liquid and solid - in an oil refining process, termed 'distillation", crude oil is split into a number of fractions - each petroleum fraction has a range of physical properties specific to itself

Required performance: 2.3 Physical properties of oil, chemicals and gases carried in bulk defines the following in simple terms and explains their practical significance in the tanker trade: - flashpoint - volatility - saturated vapour pressure - vapour pressureltemperaturerelationship - influence of pressure on melting and boiling point - flammability - upper flammablelexplosive limit - lower flammablelexplosive limit - auto-ignition temperature - spontaneous combustion - reactivity - toxicity - corrosivity .2 states that there is need for taking cargo samples and for the chemical and physical analysis of cargoes

I

PART C: DETAILED TEACHING SYLLABUS 7

IMO reference


Teaching aid


Practical demonstration .3

outlines the properties of oil, chemicals and gases carried in bulk, including: - the determination of cargo temperature - the determination of cargo density - determination of colour of cargoes and use of a colour scale - determination of flashpoint - test for contamination by hydrocarbons - test for contamination by chloride - test for contamination by water

3 Toxicity and other hazards Required performance: 3.1 General concepts and effects of toxicity

Toxicity of cargoes in general states that most of the cargoes on tankers have some hazardous properties .2 states that poisoning may occur orally, through inhalation or by skin contact .3 state that poisoning may be acute or chronic .4 states that exposure to oil, chemical or gas can have acute or chronic effects on a person's health

.1

.5

defines 'acute" effect as effect of single exposure of short duration to relatively high concentration of vapour

.6

85

1K-ck?1I

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1 II I I

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defines "chronic" effect as accumulative effect of prolonged exposures to relatively low concentrations of vapour over a long duration of time .7 states that the vapour from some cargoes may have both acute and chronic effects, whilst others may have one or the other more prominent .8 states what are systemic poisons and irritants .9 states that the toxicity of a substance is difficult to measure and that it is therefore rated on the basis of studies performed on animals and extrapolated for the human body .10 defines the terms and explains their significance: - threshold limit value (TLV) - odour threshold .llstates that cargoes also may be harmful to the environment

Required performance: 3.2 Fire hazards .I lists the three essentials necessary for a fire to commence as: - oxygen - flammable material (fuel) - source of ignition .2 states that when flammable vapour is mixed with oxygen (usually from the atmosphere) an explosive mixture may be produced .3 states that the ability of petroleum to generate flammable vapour is a major factor for starting a fire

.4 .5

I

?2

describes the ability to vaporize as volatility

states that volatility increases with temperature and reaches a maximum at the boiling temperature of the petroleum .6 states that the concentration of hydrocarbon vapour present in air is used to define 'flammable range" .7 states that the working flammable range of a mixture of petroleum vapour and air can be taken to be from 1% to 10% by volume

)81,83,T2

I II I II I

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II

1 II I

II II

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1

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83. 87,

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1 ~ 1 A2 - App. 2 Fig. 3.1

1 - 1 II I

A1 - para.

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23


1


describes the flammability diagram

states that the flashpoint of an oil indicates the lowest temperature at which the oil will give off sufficient hydrocarbon vapour to form a flammable gas mixture with air near the surface of the oil . I 0 states that only the vapour from a flammable material will combine with oxygen to produce fire .I 1 states that an explosive mixture may be produced when chemical cargo vapours are mixed with air -12 states that corrosive liquids can become flammable and produce flammable gases when in contact with certain materials . I 3 states that a mixture of vapour and air will only ignite and burn if its composition is within the 'flammable range" . I 4 states that within the flammablelexplosive range, if a heat source is introduced, then it will result in a fire . I 5 lists the sources of ignition as: - direct heat - mechanical sparks - chemical energy - electrical energy - electrostatic discharge . I 6 states that static electricity can arise when two dissimilar materials (solids liquids or gases) come in contact and charge separation occurs at the interface

IMO reference

I

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I1

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1 1 1

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.I 7 states that static electricity can cause sparks capable of igniting flammable mixture .I8 lists causes of electrostatic charge generation as: - flow of liquids through pipes or filters - settling of solids or immiscible liquids through a liquid - ejection of particles or droplets from a nozzle - splashing-or agitation of a liquid against a solid surface - vigorous rubbing together and subsequent separation of certain synthetic polymers .I 9 states that some tanker operations can give rise to electrostatic charge generation .20 lists examples of such tanker operations .21 states that certain cargoes are accumulators of static electricity because of their low conductivity .22 states that the three essentials necessary for a fire to commence, stated in 3.2.1 above, may be represented by the sides of a triangle, and the complete triangle represents a fire or an explosion .23 states that the way to prevent a fire is to prevent the formation of such a triangle .24 states that the removal of any one side of the fire triangle will extinguish the fire .25 states that removal of the flammable material is usually not possible with petroleum in bulk .26 states that it is essential to keep ignition sources away from cargo areas, where flammable vapours are likely to be present .27 states that it is essential to avoid the entry of flammable vapours into areas where ignition sources are present, such as living accommodation, engine-room, galley, etc. .28 states that the use of inert gas in cargo tanks can reduce the oxygen content below that necessary to produce a flammable mixture .29 states that starving a gas fire by stopping the source of gas leak may be the most effective way to control a gas fire

Ii I 1 1 1

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PART C: DETAILED TEACHING SYLLABUS -

IMO reference

Knowledge, understanding and proficiency .30 states that covering the surface of a flammable material with a blanket of inert material will prevent oxygen from making contact with the vapours from the flammable material .31 states that water in sufficient quantity can provide cooling .32 states that, compared with oil and other hydrocarbons, some liquid chemicals have unusual properties with regard to firefighting procedures .33 lists cargo properties referred to under objective 3.2.32

Required performance: (3.3 Health hazards

1 ~ o x i effects c

.I lists the hazards to health of: - skin contact with liquid petroleum - ingestion (swallowing) of liquid petroleum - inhalation (breathing) of liquid petroleum - inhalation of petroleum vapour compounds of lead contained in the cargo

I I

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.2 describes the toxk effect on personnel of skin contact with and

I

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ingestion (swallowing) of petroleum liquid and inhalation (breathing) of petroleum vapour .3 states that skin contact with liquid petroleum causes irritation and dermatitis because of the removal of essential natural skin oils .4 states that ingestion of liquid petroleum into the stomach causes acute discomfort and nausea .5 states that if the liquid is inhaled into the lungs there is a serious risk of suffocation through interference with the normal oxygenlcarbon dioxide transfer taking place during breathing .6 states that the liquid ingested will tend to vaporize and the vapour could be inhaled into the lungs .7 states that inhalation of petroleum vapour will produce narcosis, the main symptoms being headacheleye irritation and dizziness, with very high concentrations leading to paralysis, insensibility and very possibly death .8 states that the vapours from some chemicals are toxic by inhalation .9 states that some chemicals or their vapours are toxic by absorption through the skin .I0 states that effects of exposure involving dangerous chemicals are given in the ICS or other Cargo Data Sheets .llstates that the action to be taken in an emergency is indicated in the Data Sheets, in the form of "If this happens.....do this"

I 1

R7

.I2 states that when providing first aid, personnel should also be aware of the list of "don'ts", including: do not attend to victim unless it is safe to do so do not attempt to do more than necessary do not delay in summoning for help and informing the master - do not enter the enclosed spaces unless you are a trained member of a rescue team acting uRon instruction .I3 states that all personnel should be familiar with the health data set out in the Data Sheets for the cargoes carried .I4 states that cargo vapours in sufficient concentration will exclude oxygen and, even if not toxic, may cause asphyxiation

-

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Oxygen deficiency

I

.I5 states that the oxygen content of air is 21% by volume .I6 states that the oxygen content in enclosed spaces may become lower

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Knowledge, understanding and proficiency .17 describes the reasons of oxygen deficiency in an enclosed space could be: - an inert atmosphere - displaced oxygen due to presence of cargo vapour - combustion - chemical reactions - rusting - drying paint .18 states that in certain wind conditions vented gases may descend down, making the atmosphere on open deck harmful due to: - presence of gases in harmful concentration - oxygen deficiency .19 states that if harmful conditions on deck exist, all non-essential work on deck should cease and only essential personnel should remain on deck, taking all appropriate precautions ~

asphyxia

.21 states that reliance should not be placed on symptoms for indicating an oxygen-deficient atmosphere .22 states that persons have varying susceptibility to oxygen deficiency but that all will suffer if the oxygen content drops below 16% by volume

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.23 states that if oxygen is less than 21% an atmosphere may be extremely dangerous unless it is known which gas has replaced the oxygen

Toxicity of inert gas .24 states that the main hazard associated with inert gas is its low oxygen content, but that it may also contain toxic gases .25 lists the main toxic constituents of inert gas

Required performance: 13.4 Hazards to the environment .I

defines "pollution" as inconvenience or damage, caused by human activities, to humans, animals, plants and to our environment as a whole, by spreading of hydrocarbons and chemical compounds to air, water or land

.2

states that a major oil pollution can harm other industries like fishery, tourism, etc.

.3

states that crude oil tankers, product tankers and chemical tankers are chiefly responsible for marine pollution

.4

states that cargoes in tankers may be harmful to the environment .5 states that most chemicals carried represent a pollution risk

.6 explains hazards caused to the environment, covering the

.7

I

Teaching aid

-

.20 describes the symptoms of the effect of oxygen deficiency as

I(


effect on human and marine life from the release of oil, chemicals or gases explains the effect that the specific gravity and solubility of the cargo have on the hazards to the environment in the event of a spillage

.8

explains the effect of the cargo vapour pressure and atmospheric conditions on the hazards to the environment

.9

explains the dangers arising from a vapour cloud drift as potential fire and health hazards

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Required performance: 3.5 Reactivity hazards .1

states that chemical cargo may react in a number of ways, such as: - with itself (self reaction) - with air - with water - with another cargo - with other materials .2 gives examples of each of the above reactions .3 states that reactivity data of chemicals are given in the ICS or other Cargo Data Sheets

.4

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and polymerization states that the presence of impurities may act as catalysts on the reactivity of cargoes and polymerization

.7 states that polymerization may, under some circumstances, be dangerous

Required performance: 3.6 Corrosion hazards states that some cargoes may be corrosive to human tissue and to a ship's equipment and structure

.2

states that instructions about the use of protective clothing should be observed materials are not introduced into the cargo system states the effect of concentration and evolution of hydrogen on corrosion

Required performance: Hazards from liquefied gas .1 .2

.3 .4

.5 .6

.7

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

states that cargo vapour in sufficient concentration will exclude oxygen and may cause asphyxiation whether the vapour is toxic or not .8 states that an explosive mixture may be produced when most cargo vapours are mixed with air .9 states that the vapours from some liquefied gas cargoes are toxic by inhalatron .10 states that some toxic gases carried in gas tankers can be absorbed into the body through the skin .ll states that some gases are caustic and can damage human tissue .12 states that some cargoes in liquefied gas tankers are reactive and may react in a number of ways

B3,B7

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.3 states that care should be taken to ensure that unsuitable .4

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states that polymerization is the formation of larger molecules as a result of self-reaction

.1

Teaching aid

I

.5 states the effects of temperature on the reactivity of cargoes .6


IMO reference


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B7B8

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TANKER FAMILIARIZA-1-ION IMO reference



. I 3 states that necessary information for each cargo on board must be available on cargo data sheets . I 4 states that all personnel on board should use the cargo data sheets to acquaint themselves with the characteristics of each cargo to be loaded

) A1 - para. -4 I

14 Hazard control Required performance: 4.1 Cargo Safety Data Sheets

I

1 Teaching

.I states that information about cargoes to be handled is essential R9 - Ch. 16.2 R12 - Ch.18.1 to the safety of the vessel and her crew

A2 - App. 2

.2

states that such information may be found on ICS or other Cargo Data Sheets for each product, which also include all necessary data for the safe handling and carriage of the cargo

Fig. 4.la, 4.lb & 4.lc Fig. 4.2a & 4.2b

.3

states that cargo information for most tanker cargoes is kept on board and available for all concerned

.4

states that the cargo will not be loaded unless sufficient information necessary for its safe handling and transportation is available states that the responsible officer will see to it that the necessary cargo information is posted on the notice board prior to cargo operations states that all personnel engaged in cargo operations should familiarize themselves with the cargoes by studying the ICS or other Cargo Data Sheets

.5

.6

.7 states that cargo information is fundamental in cargo planning .8 lists reference books where cargo information may be found

1 ( Required performance:

1

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14.2 Methods of controlling hazards on tankers .1

.2

states that all cargoes can be handled safely by showing the greatest care throughout operation and by following standing instructions at all times lists precautions taken to avoid health hazards, such as: - strict control of entry into pump-rooms, cargo spaces and

other enclosed spaces - proper procedures to be followed before entry into enclosed

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

-

.6

defines "gas-freeing" as the replacement of cargo vapours, inert gas or any other gases with air .7 describes ventilating to a too-lean atmosphere as gas-freeing .8 states that, before personnel enter any tank, the atmosphere must be checked for oxygen content, hydrocarbon content and, afler carrying some cargoes, toxic gas content

A2 - App. 2 Fig. 8.19

Fig. 9.2 Fig. 9.3

PART C: DETAILED TEACHING SYLLABUS - --

Knowledge, understanding and proficiency ~

Teaching

IMO reference

-

.9

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

.12 states that inert gas is used in cargo tanks: - to protect the cargo from polymerization, oxidation and humidity - to replace air and thereby prevent fire and explosion

R9 - Ch. 9 R12 - Ch. 9

I

.I3 states that inerting is done by replacing cargo vapours with an inert gas until the concentration of cargo vapours is lower than the LEL

A2 - App. Fig. 8.34

. I 4 states that inert gas used on tankers is either nitrogen or inert gas produced in the ship's inert-gas plant .I 5 states that the correct inerting procedure is ensured by regular checks of the tank atmosphere .I6 states that atmosphere checks are done by measuring the percentage of oxygen and cargo vapours through the sampling tubes .I 7 states that the atmosphere in an inerted tank or void space is safe with regard to fire hazard but dangerous with regard to health . I 8 states that to avoid electrostatic hazard: - an important countermeasure is to bond all metal objects together - bonding to earth is effectively accomplished by connecting all metal objects to the ship's structure - the ship's hull is naturally earthed through the seawater

I

. I 9 lists examples of objects which might be electrically insulated in hazardous situations and which must therefore be bonded .20 states that when a cargo tank is maintained in an inerted condition anti-static precautions are not normally necessary

II I

I(

.21 lists anti-static measures to be taken if the tank is in noninerted condition with regard to: - safe flow rates - procedures for ullaging, sampling and gauging .22 lists anti-static measures to be taken when handling static accumulator oil with regard to: - initial flow rate - anti-static additives .23 defines 'padding" as the filling and maintaining of.the cargo and associated piping system with,an inert gas, other gas or vapour, or liquid, which separates the cargo from air .24 states that cargoes which present a major fire hazard are kept under a "padding" during the voyage .25 states the purpose of segregating the cargoes .26 states that to determine whether or not a cargo can be loaded adjacent to another cargo, the cargo compatibility chart is used

I

II

I


-

Knowledge.- understanding - and proficiency.27 states that segregation and separation of cargoes and spaces are fundamentaltothe safety of the tanker, and that this is achieved by means such as cofferdams, void spaces, etc. .28 states that segregated ballast tanks are tanks designatedfor ballast only .29 states that segregated ballast tanks are equipped with a pumping system that is independent of the cargo system, in order to avoid contamination by cargoes .30 explains, with the aid of a simple drawing, how cargo is routed from the manifold to tanks on a chemical tanker with separate lines for each tank .31 explains, with the aid of a simple drawing, how cargo is routed from tank to manifold on a chemical tanker with deepwell pumps and separate lines from each tank

I

IMO reference R9 - Ch. 3 '.

1

Textbooks, Bibliography 83, 84

Teaching aid

I

1

1

.32 explains the functions of inhibitors and catalysts

.33 states that inhibitors added to a liquid cargo may not inhibit reactions of the cargo vapour in the ullage space' .34 states that the atmosphere in cargo tanks, and, in some cases, the spaces surrounding cargo tanks, may require special attention, and that 'cargo conditioning" also requires inerting, padding and drying conditions to be maintained .35 explains the purpose of drying agents

R9 - Ch. 9

.36 explains the monitoring techniques used for ensuring proper conditions in inerting, padding and drying

-

R9 Ch. 6 R12 Ch. 17

.37 states that all materials used for construction of tanks and the associated piping, valves and pumps must be resistant to the cargoes carried, and dictated by the service temperature

A2 - App. Fig. 8.26

.38 states that mild steel is the normal material for the construction of a chemical tanker .39 states that mild steel is resistant to most chemicals, but that its propensity to rust makes it unsuitable for chemical cargoes .40 states that rust makes tank cleaning more difficult and may also contaminate the cargo

I I

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

1

I

.46 states that stainless steel is resistant to almost all chemicals .47 states that stainless steel is not 'stainless" or corrosionresistant unless it is handled properly .48 states that the steel manufacturer's or the owner's instructions for maintenance of stainless-steel tanks and piping must be strictly followed by ship's personnel

5 Safety equipment and protection of personnel Required performance: 5.1 Safety measuring instruments .I

states that safety measuring instruments may be personal, portable, or fixed types

II

II I1 1

-

A2 App. 2 Fig. 8.27

I

1 I I

I

I

A1 - para. 5

R9 - Ch. 13.2

PART C: DETAILED TEACHING SYLLABUS Textbooks,


1

states that gas measurements are the only way to get correct information about the composition of the atmosphere in a tank

.3

lists the different types of gas-measuring equipment common on board tankers

.4

states that gas-measuring equipment for atmosphere evaluation is available on board

demonstrates use of: - portable oxygen meter - portable explosion meter - toxic gas meter (chemical absorption tubes) .6 states that every gas tanker has a fixed gas-detection system

8 Ch. 18

88, T3

.5

states that the fixed gas detector gives an automatically controlled protection against concentrations of flammable gas that are too high, and that it is thereby fundamental to the safety of the gas tanker

.7


15.2 Specialized fireextinguishing appliances states that all seafarers are required to attend basic safety training in compliance with the provisions of STCW 95

.1

I

I

I

I

I

I

R2 - Reg.

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

I

.4

explains the purpose of the International Shore Connection (fire) .5 states that special considerations should be given when fighting fires for different cargo types .6 explains fire-fighting procedures and appliances used for fires involving electrical apparatus which: - has not been isolated from the electrical,supply - is isolated from the electrical supply . .7 explains basic fire-fighting procedures and appliances used for fires of liquids .8 explains basic fire-fighting procedures and appliances used for fires of liquefied gases .9 states that the correct procedures and extinguishing media to be used for fires involving dangerous cargoes are given in the ICS or other Cargo Data Sheets . I 0 demonstrates use of foam monitors

Teaching aid

I

A2 - App. Fig. 5.1

TANKER FAMILIARIZA-TION

Required performance: 5.3 Breathing apparatus, tank evacuating, rescue and escape equipment

.2

1

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I I I

1I II

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.3 .4 .5

-

.6

.7 .8

.9

states that a gas-free tank or space may not be considered to remain gas-free unless regular measurements of the atmosphere prove so lists safety precautions when entering enclosed spaces lists precautions for entering cargo pump-rooms during cargo, ballast or tank-cleaning operations demonstrates 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

.10 states that pump-rooms have permanent arrangements for hoisting an injured person with a rescue line

Required performance: 5.4 Protective clothing and equipment .1

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

Required performance: 5.5 Resuscitators .1 .2

lists the circumstances under which a resuscitator should be used demonstrates use of: - resuscitator

I

I

1

I

B1,B2

I

R9 - Ch. 14 ( B 1 0 3 R12 - Ch. 14

I I I

I I

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I

I

states that for the protection of personnel engaged in loading and discharging operations, there must be suitable protective clothing on board

.2

.8

Teaching aid

I L I

83 R9 - Ch. 12 states that spaces not normally entered (e.g. double bottoms, cofferdams and pipe tunnels) are capable of being ventilated to R12 - Ch. 12 -' ensure a safe environment when entry into these spaces is necessary defines 'enclosed spaces" as tanks for cargo, bunkers, water, slops or ballast, pump-rooms, cofferdams, double bottoms or any similar enclosed compartment explains why spaces defined in objective 5.3.2 may be dangerous to enter states that no person should enter a tank or an enclosed space without permission from a responsible officer states that only a tank or space declared gas-free can be entered by personnel without breathing apparatus and protective clothing

.1

32


IMO reference


1

B71B8

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1 1 1

i

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I

I

I R9 - Ch. 14 R12 - Ch. 14

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I

PART C: DETAILED 'TEACHING SYLLABUS



1 5.6 1 Tank atmosphere evaluation

Safety precautions and measures

I

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.3 lists the information essential to evaluation of the tank

Teaching aid

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I

R9 - Ch. 16.4 R12 - Ch.18.4

.I

lists circumstances when the atmosphere in cargo tanks and enclosed spaces must be tested as: - prior to entry by personnel - to establish that there is a gas-free condition prior to repair work, entry to a shipyard or dry-docking - during inerting, gas-freeing and purging operations - as a quality control before ioadinglchanging cargo .2 states that an evaluation is the only way to get correct information about the composition of the tank atmosphere


IMO reference

1

atmosphere as: - the nature of the constituent gases - flammability - toxicityloxygen deficiency - reactivity .4 states that the atmosphere in tanks or enclosed spaces must be considered dangerous unless proper checks prove otherwise

.5 explains the importance of taking measurements of the atmosphere at several positions within a tank

.6 states that before entry in enclosed spaces: - oxygen content must be 21% by volume - hydrocarbon content must be less than 1%LFL

I

-

toxic gas concentration must be less than its TLV .7 states that after tank washing, manual removal of residue may be necessary .8 states that residue removal generates more hydrocarbon gas

.9 explains that gas-freeing operations must therefore be continuous

.10 states that adjacent bulkheads and pipelines may constitute additional sources of hydrocarbon gas

. l l states that the inert gas supply to the tank should be shut off .I2 states that a gas-free certificate is needed from a qualified chemist before contractor's work can be carried out .13 states that an additional hot work permit is required for hot work .I4 states that such certificate and permit must be reissued every day that work is carried out, or such lesser period as the port authority stipulates

Accommodation .I5 states that the accommodation is located outside the cargo area

.I6 states that superstructures for accommodation are designed to minimize the possibility of entry of cargo vapour and that this design feature should not be impaired in any way .I7 states that no entrances, air inlets or openings to the accommodation are facing the cargo area .I8 states that accommodation portholes and windows facing the cargo area, and those within a certain distance from the cargo area, are of the non-opening type .I9 states that all doors, portholes or windows in accommodation should be kept closed during cargo operations

.20 states that mechanical ventilation and air-conditioning units

1

supply air to accommodation spaces

I

II I I

1I

I

R9 - Ch. 3.2 R12 - Ch. 3.

I I 1

A2 - App. Fig. 5.2

TANKER FAMII-IARIZATION IMO

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

reference

1

.24 states that for the safety barrier concept to be successful it is essential that the ship's staff follow the safe operational practices

IPrecautions against fire

I

I I

I I

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

I

I

I I


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

Pollution prevention


16.1 Causes of marine (air and water) pollution states that marine pollution at sea can occur as a result of: strandings and collisions lightening operations normal operations such as tank washing and line flushing deballasting thermal expansion of oil in tanks and piping .2 states that marine pollution in port can occur as a result of: - leaking hoses and loading arms - overflow from tanks - equipment failure - procedural failures, e.g. improperly set sea valves

.1

-

Required performance: 16.2 Prevention of marine pollution .1

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

.2

I

states that the International Maritime Organization is the international body responsible for controlling marine pollution




Teaching aid

BI,B2, T I

Oil tankers .6 states that for oil tankers at sea:

-

there are requirements for the discharge of oil into the sea which must be observed - in order to comply with these requirements, LOT procedures must be observed during deballasting, decanting and tank cleaning operations - most crude carriers must: crude oil wash their cargo tanks to minimize oily wastes; have segregated ballast tanks; or have dedicated clean ballast tanks

.7 states that for oil tankers in port: - ship movements alongside must be restricted by adjusting

moorings all pipelines, joints and valves must be kept under observation whilst handling cargo - catchment trays must be fitted or placed at vulnerable points (hose connections, for example) - strict control must be exercised whilst loading to prevent tanks overflowing - all scuppers must be closed to prevent a discharge of oil from the deck overboard - all valves and blanks must be checked prior to cargo operations - valves not used should be secured if possible - sea valves not in use should be closed by double valves or blanked off - if oil is spilt, cargo operations must be stopped and warnings given to all involved

-

Chemical tankers .8 states that for chemical tankers at sea and in port:

-

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

1

I T2

I

PART C: DETAILED TEACHING SYLLABUS IMO


reference

Liquefied gas tankers .9

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

-

Air pollution .I 1 states that air pollution may be caused by inert gas,

I I

I I I I

hydrocarbon gas or any other cargo vapour finding their way into the atmosphere because of: - the breathing or venting of loaded tanks - purging or gas-freeing operations - loading or ballasting cargo tanks .I2 states that hydrocarbon vapour collects above the surface of the oil .I3 states that the vapourlair mixture is displaced during loading, ballasting, gas-freeing and tank-washing operations .14 states that hydrocarbon gas, chemical gas and inert gas may be considered air pollutants .I5 states that no measures are usually taken against air pollution at sea, apart from the necessary safety precautions: - have good communication - have the best possible co-operation between ship and terminal . I 6 states that some ports have regulations restricting air pollution from tankers .17 states that certain displacement and containment measures can be taken to restrict air pollution .18 specifies the manner in which the emissions of volatile organic compounds (VOCs) from tankers are to be regulated in ports and terminals .19 outlines, briefly, the provisions for the control of VOC emissions from tankers .20 states that some terminals have a vapour emission control system .21 describes, in simple terms, the fundamental concept of a vapour control system

I I I I I

TANKER FAMILIARIZATION I


Required performance: 16.3 Measures to be taken in the event of spillage .I states the measures to be taken in the event of spillage, including the need to: - immediateiy report all relevant information to the appropriate officials when a spill is detected or when a malfunction has occurred which poses a risk of a spill; - promptly notify shore-based response personnel; and - properly implement shipboard spill-containment procedures

I

IMO reference

Textbooks,

I

I

Required performance: 6.4 SOPEP

T( Teaching

I

I

I

R4 - Annex 1 Reg. 26 .I states that, as per the MARPOL Convention, most tankers shall R13 carry a Shipboard Oil Pollution Emergency Plan (SOPEP) .2 states in brief that the concept of the plan is to assist personnel in dealing with an unexpected discharge of oil .3

states that the SOPEP consists of at least: - the procedure to be followed to report an oil pollution incident - the list of authority or persons to be contacted in an event of an oil pollution incident - description of action to be taken by persons on board to control the discharge of oil - the procedures and point of contact on the ship for coordinating shipboard action with national and local authority


(6.5 Shiplshore liaison

1 1i

I I 1 1

I

1

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

I

I

I


Knowledge, understanding and proficiency 7 Emergency operations

IMO reference

A1 - para. 7


1

17.1 Emergency measures

I

.I states that planning and preparation are essential for dealing successfully with emergencies and lists the information which should be readily available as: - type of cargo and its disposition - location of other hazardous substances - general arrangement plan of the ship - stability information - location of fire-fighting equipment and instructions for its use .2 states that, in an emergency, important actions to take would include: - giving audible and visual warnings that an emergency exists by means of: ' bells, whistles, klaxons or other audible devices flashing lights advising the command centre of the location and nature of the emergency - stopping any cargo-related operations, closing valves and openings in tanks - removing any craft alongside .3 states that personnel in the vicinity of the emergency should take appropriate action to try and control the incident until the emergency team can take over

-

.4

states that all crew members should know the location of all safety equipment, such as: - breathing apparatus - protective clothing - approved portable electric lights - instruments for measuring oxygen and other gases - first-aid kits - tank evacuation equipment - fire-fighting equipment with instructions for its use .5 states that all equipment which may be needed in an emergency must be maintained in good order and always be ready for use, and lists important items as: - fire-fighting equipment - breathing apparatus - protective clothing - alarm systems - communication systems - arrangement plans .6 states that towing hawsers should be prepared, hung offside over bow and stern ready for use .7 states that a plan for dealing with an outbreak of fire or an explosion must be prepared and all crew members briefed on its operation

I

"

I


I

17.2 Organizational structure

I

.I states that the planning for and the implementation of an emergency procedure require an emergency organization

C Teaching

I




Teaching aid

.2

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

I

.5 states the general composition and the task of the emergency party

.6 states the general composition and the task of the back-up emergency party states the general composition and the task of the engineers group .8 states that all personnel on board should know their place in the emergency organization and their duty in case an emergency procedure is being initiated

.7

.9

I I I

states the need for realistic drills to be undertaken periodically

(

1

I

I

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

.3 .4

I I I

1

Required performance: 7.3 Alarms

states that the ship's muster list and emergency instructions specify details of the emergency alarm signals states that all personnel on board should be able to identify the different alarm signals

.5 states that all crew members should be familiar with the emergency plan and act according to the plan when the alarm is raised

.6 states that any person who discovers an emergency should raise the alarm and pass on relevant information as quickly as possible

Required performance: 7.4 Emergency procedures .I states that the ship's muster list and emergency instructions specify action to be taken by each crew member and officer in case of an emergency

I

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Reg. 53 R1 - Ch.

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B3* B7

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R1 - Ch. 111 Reg 53

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II II I

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B31 B7

I

PART C: DETAILED TEACHING SYLLABUS --..reference


states that all ~ersonnelshould be familiar with the emeraencv instructions and act according to the instructions when t& alarm is raised

-

.3 states that a vessel's safety plan and fire control plan specify details and location of all equipment for emergency use

.4

I

states that all personnel should know the location of emergency equipment and be familiar with its use

.5 states that it is essential that personnel are properly trained for emergency operations

.6

I I I I

states that all equipment which may be used in an emergency must be maintained in good order and be ready for use at all times

.7

lists basic emergency actions to be taken in case of: fire - collision - grounding - cargo hose burst accident involving personnel .8 states that the correct emergency procedures for accidents involving dangerous chemicals are given in the ICS or other Cargo Data Sheets

-

-

Required performance: 7.5 First-aid treatment

1

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

8 Cargo equipment

( Required performance: 8.1 General cargo-handling equipment on board oil tankers .I .2

states that for this section the training should preferably be carried out on board states that this section complements on-board training

I

I I

1

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I

II


Knowledge, understanding and proficiency Oil cargo containment and handling Tank arrangements .3 describes the general tank arrangements, including:

I

Teaching aid


I B2

- cargo tanks

I A2 - App. 2 Fig. 1.7

-

pump-rooms segregated ballast tanks slop tanks cofferdams - peak tanks - deep tanks

Piping arrangements .4

describes the piping arrangements, including: - internal piping in tanks and pump-rooms - external piping (deck lines) - crossovers - by-passes - ring-main systems - valves

Pump types .5 describes the operating principles of the following pump types:

I

I B2

I

I

lB2

I A2 - App. 2

- reciprocating positive-displacementpumps

-

-

Pump characteristics .6

Fig. 8.1 to 8.4

rotary positive-displacement"screw" and screw-type pumps rotary positive-displacementlobe- and vane-type pumps rotodynamic (centrifugal) pumps eductors

I

states suitability of the pump types listed above for cargo handling in terms of: - maintaining flow at inlet under low heads - start-up procedures

Draining and stripping .7

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

Measurement of cargo level .8

explains how the level of cargo in the tank can be determined by sounding or by measuring ullage and lists the various devices used for this as: - flexible steel or alloy tapes - float indicators - pneumatic gauges - hydraulic gauges - electrical capacitance gauges - sonic gauges - radar gauges - multi-function unit

1 B2

1 A2 - App. 2 Fig. 8.5 & 8.6

I

182

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I B2

I A2 - App. 2 Fig. 8.7 to 8.9

Fig. 8.10 Fig. 8.11

.

PART C: DETAILED TEACHING SYLLABUS IMO reference

Knowledge, understanding and proficiency Cargo heating

82

states that:

.9

- a particular viscosity range is required for storage and

a

-

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

Required performance: 8.2 General cargo-handling equipment on board chemical tankers .1

states that for this section the training should preferably be carried out on board

.2

states that this section complements on-board training

Ship types and arrangements Tankers for chemicals .3 states that:

-

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


I i

Teaching aid

TANKER FAMILIARIZA1-ION

Knowledge, understanding and proficiency General ship arrangement

.5 states that:

IMO reference

LZL R9 - Ch. 3,

- the cargo-tank area is that part of the ship which contains

I

I I 1

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

I

I I

Survival capabilify and tank location .6 states that:

- the Bulk Chemical Codes divide chemical tankers into three -

-

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

. Ch. 2

PART C: DETAILED TEACHING SYLLABUS Textbooks, Bibliography

.... -


reference

Teaching aid

-

the most common chemical tanker cargoes require Type 2 or Type 3 ships - the background for the IMO grouping of ship types is the ship's capability to survive damage caused by collision or stranding, in combination with the location of the cargo tank in relation to such damage - the term "overall hazard includes both safety hazard and pollution hazard

I Cargo equipment and instrumentation

1 R9 - Ch. 3,

Tanks, piping and hoses .7

I I

.8 .9

1

Ch. 5, Ch. 8

lists tanks in the cargo area, such as: - cargo tanks - slop tanks - segregated ballast tanks explains, with the aid of a simple drawing, how the tanks mentioned above may be located in a chemical tanker

I

1

I B4sB5

A2 - App. 2 Fig. 8.16

A2 - App. 2

I

states that: some chemical tankers have small additional cargo tanks located on deck - slop tanks are tanks designgted or used for tank washings and cargo residues - cargo tanks may also be used as slop tanks and vice versa - segregated ballast tanks are tanks designated for ballast only - segregated ballast tanks are equipped with a pumping system that is independent of the cargo system, in order to avoid contamination by cargoes - cargo tanks may also be used for ballast - some commonly fixed piping arrangements in a cargo tank are: discharge line cargo ventilation line drop line - the main purpose of the discharge line is to lead the cargo from the cargo tank to the manifold by means of a cargo Pump the drop line is mainly used to fill the cargo tank the main purpose of the ventilation line is to lead vapour from the cargo tank tpthe cargo ventilation tower the flow of cargo vapour may be regulated by a pressurelvacuum relief valve in the ventilation line the vent outlets are arranged to prevent the entry of water into the cargo tanks and. at the same time, to direct the vapour discharge upwards - the vent outlets are provided with flame screens or highvelocity devices - there are several types of valves used in cargo-handling systems on chemical tankers - chemical tankers are provided with cargo hoses - the cargo hose constitutes a weak part of the cargohandling system and that incorrect handling of the hose will increase the danger of fire, health hazard and pollution .10 describes, with the aid of a simple drawing, a cargo-unloading arrangement

I

Fig. 8.17

A2 - App. 2

-

Fig. 8.19 to 8.24

,

I I

I I

II I

1

I I 1 I

1

.I 1 describes, with the aid of a drawing, a simple cargo-loading arrangement .I2 describes corregt handling, storage and inspection of the ship's cargo hoses Constructional materials a n d coatings 1 ~ 9 - ~ h . 6 B4 (Note: for this section, objective 8.2.1 3 is a repeat of objectives 4.2.37 to 4.2.48)

I

A2 - App. 2 Fig. 8.18 Fig. 8.22 A2 - App. 2 Fig. 8.25

I


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

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

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

.

I

I

PART C: DETAILED TEACHING SYLLABUS Teaching

IMO reference


aid

Tank-washing and slop-retaining systems

1

.18 states that: - mixtures of water and cargo from tank-washing operations are called 'slops" - tanks which contain this sort of mixture are called 'slop tanks" - slop tanks should be placed inside the cargo area - slops may be stored in siop tanks or in cargo tanks - slops from different cargoes may be incompatible

I

II

I

. I 9 describes, with the aid of a drawing, a tank-washing and slopretaining system

Inerf-gas systems

( 1 I

.20 defines .inert gasn .21 states that: - inert gas is used in cargo tanks to protect the cargo from polymerization, oxidation and humidity to replace air and thereby prevent fire and explosion - the inert gas produced by an oil-burning inert-gas generator is composed of: approximately 0.5% oxygen approximately 84% nitrogen approximately 15% carbon dioxide approximately 0.5% carbon monoxide, oxides of nitrogen and sulphur dioxide - nitrogen is delivered on board in pressurized bottles or in liquid form may be produced on board by distillation of liquid air may be produced on board by separation of air may be produced on board by combustion of ammonia may be produced on board by removing C02 from inert gas - some terminals deliver inert gas or nitrogen through the loading line and purge the cargo tanks prior to loading the product .22 describes generally an inert-gas generator system

1I

A2 - App. 2 Fig. 8.32

1

I

A2 - App. 2 Fig. 8.33

1~9-~h.9

iI

I I

I

Instrumentation .23 states that: - all electrical equipment installed or used in gas-dangerous areas is approved for operation in flammable atmospheres - each cargo tank is provided with means for indicating the liquid level of the cargo - some cargoes require cargo tanks that are provided with means for indicating the temperature and a predetermined high level of the cargo - the liquid level in cargo tanks may be measured by means of an open, a restricted or a closed device - the Bulk Chemical Codes define limitations of the measuring devices with regard to the types of cargo carried - the type of gauging device that may be used is related to the construction of the device and the amount of vapour to which its user is exposed an open gauging device is used to measure products of moderate toxicity and where the vapours have approximately the same flammable limits as petroleum vapours - a restricted gauging device is used to measure products that are relatively toxic and volatile, but where skin contact is not poisonous - a closed gauging device is required for the most hazardous cargoes .24 describes generally an open, a restricted and a closed gauging device

II

I

A2 - App. 2 Fig. 8.34

I

-

I

A2 - App. 2 Fig. 8.35

TANKER FAMILIARIZAl-ION IMO reference



Teaching aid

Required performance: 8.3 General cargo-handling equipment on board liquefied gas tankers .I states that for this section the training should preferably be carried out on board .2 states that this section complements on-board training

Cargo containment systems Independent tanks .3

states that: independent tanks are completely self-supporting and neither form part of the ship's hull nor contribute to hull strength - there are three different types of independent tanks for gas carriers: types A, B and C describes generally: - a self-supporting prismatic tank (type A) - a self-supporting spherical tank (type B) - a self-supporting cylindrical tank (type C)

-

.4

Membrane tanks .5 states that membrane tanks are not self-supporting, like the

.6

independent tanks, but are supported through the insulation by the hull of the ship describes generally the design of a membrane tank

Semi-membrane tanks .7 states that semi-membrane tanks are not self-supporting in loaded condition .8

describes generally a semi-membrane tank

Integral tanks states that: - integral tanks form a structural part of the ship's hull, and are affected in the same manner and by the same loads which stress the hull structure - these tanks are not normally allowed for cargoes of which the temperature is below -10 "C .I0 describes generally an integral tank

A2 - App. 2 Fig. 8.36 Fig. 8.37 Fig. 8.38

1

1I -

1I

II

I

I

I

(~12-~h.4

1~12-~h.4

I(

R12-Ch.4

1

A2 - App. 2 Fig. 8.39

1

I

I1

A2- App. 2 Fig. 8.40

I

.9

Internal insulation tanks

I

lR12-Ch.4

I

I1

A2 - App. 2 Fig. 8.41

I

.I 1 states that: - internal insulation tanks are not self-supporting, consisting instead of thermal insulation materials which contribute to the cargo containment, and are supported by the structure of the adjacent inner hull or of an independent tank - the inner surface of the insulation is exposed to the cargo

The liquefied gas tanker Gas tanker types . I 2 states that: - liquefied gas tankers can be grouped into five different categories according to the cargo carried, as follows: LPG ships LEG ships LNG ships Chlorine ships LEGlLPGlchemical ships - liquefied gas tankers can be grouped into three different categories according to carriage condition, such as fully pressurized ships semi-pressurized ships fully refrigerated ships 48

IlR12-Ch.3 IJ

T ~

I I

A2 - App. 2 Fig. 8.42



Teaching

aid A2 - App. 2 Fig. 8.36 Fig. 8.37

.I3 describes generally: - LPG ships - LEG ships - LNG ships - Chlorine ships - LEGlLPGlchemical ships

Layouf of a general gas tanker


I

~

~

.I4 states that: - the cargo area is segregated from other parts of the ship - cargo-handling systems are completely separated from accommodation spaces, machinery spaces and other gassafe spaces - gas-dangerousspacesandzonesarespacesandzones within the cargo area which are not equipped with approved arrangements to ensure that their atmosphere is maintained in a safe condition at all times and which are, therefore, likely to contain cargo vapours - a gas-safe space is a space other than a gas-dangerous space - air intakes for accommodation and engine-room have to be at a minimum distance from ventilation outlets from gasdangerous spaces - access to accommodation or engine-room has to be at a minimum distance from the forward division of the accommodation - access from a gas-dangerous zone on the open weather deck to a gas-safe space is arranged through an airlock - the airlock doors should be self-closing, and there must not be any hook or other device by which they could be held open - an audible and visual alarm system gives a warning on both sides of the airlock when one door is moved from the closed position - gas-safe spaces within the cargo area have positivepressure ventilation - when this overpressure is lost, all electrical equipment that is not of a certified safe type should be deenergized - use of segregation, separation and airlocks are fundamental to the safety of the gas tanker

lB8 ~

I~ - ~

A2 App. 2

-

Fig. 8.43

.

~

'

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

,

1

A2 - App. 2 Fig. 8.44

1~12-Ch.2

108

I 1

j

'i9

TANKER FAMILIARIZAl-IOIV Textbooks, Bibliography

IMO reference

Knowledge, understanding and proficiency Cargo equipment and instrumentation Tanks, piping a n d valves

I

.I6 describes generally the cargo piping arrangement

I

I

.I7 states that: - the construction materials in tanks, piping and equipment containing cargo liquid and vapour should be resistant to the cargo - the resistance to the cargo is dictated by the minimum service temperature and the compatib~litywith the cargo carried - all connections and personnel access to a cargo tank have to be arranged through the cargo tank dome area - commonly found fixed piping arrangements in a cargo tank are: sample tubes vapour line condensate line stripping linelpuddle heat line discharge line liquid line upper purge linelspray line ventilation line - there are usually three sample tubes at different levels in the cargo tank - the monitoring of tank atmosphere and cargo sampling can be done through the sample tubes - the main purpose of the vapour line is to lead the boil-off to the reliquefaction plant or to the shore via the crossover - the main purpose of the condensate line is to lead reliquetied gas from the reliquefaction plant to the cargo tank - the stripping line is used for removal of remaining liquid cargo from the pump sump by means of pressure - the purpose of the puddle heat line is to lead heated cargo vapour from the cargo compressor to the pump sump for vaporizing the remnants of a liquid cargo - the main purpose of the discharge line is to lead the liquid cargo from the cargo tank to the crossover by means of the cargo pump - the main purpose of the liquid line is to lead the liquid cargo from shore to the cargo tank via the crossover - the purpose of the upper purge line is to lead different types of ventilation gases into or from the cargo tank - the main purpose of the spray line is to spray liquid cargo into the tank during cool-down of the cargo tank - the main purpose of the ventilation line is to lead vapour from the cargo tank safety relief valve to the vent outlet - a cargo tank should have shutoff valves located as close to the tank as practicable for all liquid and vapour connections, with the exception of pressure-relief valves and liquid level gauging devices - IMO establishes rules for place, type and number of valves in a cargo piping system - the IMO regulations require remotely operated emergency shutdown valves in the cargo piping system Pressure-relief a n d vacuum-protection system .I8 describes generally the pressure-relief piping system

I I

1

I 1

I

1

I R12 - Ch. 8

Teaching aid


howledge, understanding and proficie~icy .I9 states that: - all cargo tanks should be provided with a pressure-relief

system

- IMO has established rules for vacuum protection of cargo tanks

- all equipment and piping which may be isolated when full of liquid should be provided with a pressure-relief valve

- the pressure-relief and vacuum-protection system gives an automatically controlled protection against too high or too low pressure within the cargo-handling system

Pumps and unloading systems

I

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

Ii

1

Cargo heaters and cargo vaporizers

I

I

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

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

I

I

TANKER FAMILIARIZA1-ION IMO reference

(nowledge, understanding and proficiency .25 describes generally: - a simplified vapour-handling system for LNG boil-off - a simplified single-stage direct reliquefaction cycle - a simplified cascade reliquefaction cycle - a simplified indirect reliquefaction cycle

Cargo compressors

.


Teaching aid

A2 - App. 2 Fig. 8.53 Fig. 8.54 Fig. 8.55 Fig. 8.56

I

.26 describes generally: - the operating principle of a reciprocating compressor - the operating principle of a screw compressor .27 states that the reciprocatingand screw compressors used on board gas carriers are commonly of the oil-free type .28 describes generally the different cargo compressor operations on board

Inert-gas system .29 defines 'inert gas" .30 states that: - inert gas is used in cargo tanks and hold spaces to replace air, thereby preventing fire and explosion - inert gas is commonly produced on gas tankers by an oiiburning gas generator - inert gas produced by an oil-burning gas generator is composed of: approximately 0.5% oxygen approximately 84% nitrogen approximately 15% carbon dioxide approximately 0.5% carbon monoxide, oxides of nitrogen and sulphur dioxide .31 describes generally an inert-gas generator system

instrumentation .32 states that: - all electrical equipment installed or used in gas-dangerous spaces or zones should be approved for operation in a flammable atmosphere - each cargo tank is provided with means for indicating level, pressure and temperature of the cargo - the liquid level in cargo tanks is commonly measured by means of float gauges - each cargo tank is fitted with high-level alarms - the purpose of high-level alarms is to prevent overflow of cargo tanks - that every gas tanker has a fixed gas-detection system - the fixed gasdetection system's alarm is activated when the vapour concentration reaches 30% of the Lower Explosive Limit (LEL) - gas sampling and analysing from different parts of the ship is done continuously and sequentially - the fixed gas detector gives an automatically controlled protection against concentrations of flammable gas that are too high, and that it is thereby fundamental to the safety of the gas tanker .33 describes generally: - a float gauge - a simplified fixed gas-detection system

Fig. 8.57 Fig. 8.58

112 - Ch. 9

I B8 I

I ~ 1 2 - ~ 13 h . 1 B8

II

I

App. 2 ( A2Fig. 8.34

I

Fig. 8.59

Fig. 8.60 Fig. 8.61

PART C: DETAILED TEACHING SYLLABUS -

-

-

-


IMO

Knowledge, understanding and proficiency 9 Cargo operations


reference

I

I

9.1 General awareness of safe cargo operational procedures on tankers .I states that for this section the training should preferably be carried out on board

.2

states that this section complements on-board training . .

II

:or oil tankers

Loading .3 explains need for compliance with all safety requirements . .4

states:

- that the control valves are operated during loading according to planned sequence of filling tanks

- that the quantity of cargo is checked by measuring ullages - that the venting of tanks into the atmosphere is controlled as necessary

- that events during operations are recorded .5

explains how and when samples are taken

Loaded voyage .6 explains how and when vapour pressures are checked and

I

logged (non-IGS vessel)

.7 states:

- that cargo vapour may be vented to control pressure - how the temperature of the cargo is controlled

Discharging .8

explains the need for compliance with all safety requirements

.9 states:

-

that the control valves are operated during discharging according to planned sequence of emptying tanks - why and how tanks are vented - that ballast is loaded as required by the discharging plan .I0 outlines draining and stripping procedures

Ballast voyage .I 1 explains the need for ballasting .I2 states: - that a number of tanks are allocated for ballast - the considerations for allocating the amount of ballast - that some tankers have tanks solely designated for ballast, served by a dedicated ballast system - such tanks are defined as segregated ballast tanks - that additional ballast is carried in cargo tanks if the segregated ballast capacity is insufficient - that such ballast is put in dirty cargo tanks - that such ballast is heavily contaminated with oil .13 explains: - why the ship may have only clean or segregated ballast on board upon arrival in the loading port - the operations for changing ballast - how the slop tank is filled with an oily water mixture - the need to decant the contents of the slop tank - the decanting procedure in general terms - that the remainder of the slop tank may be utilized for the carriage of cargo - the process of changing ballast, decanting the contents of slop tanks and loading slop tanks as the load-on-top procedure (LOT)

1

Teaching aid A1 - para. 9

1

1


I


IMO reference

1


1

Teaching aid -

I

B1

Tank cleaning .14 lists the reasons for tank cleaning

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

.I7 describes: - the working of tank washing machines - the use of the slop tank in the opencycle mode - the use of the slop tank in the recirculation mode - line flushing

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

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

1

Purging and gas-freeing .20 lists the reasons for gas-freeing

1

i

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I



I I

I I

I( 1 I I

I

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

I I 1

1I I

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

- hydrocarbon content must be less than 1% LFL - after tank washing, manual removal of residue may be necessary

- residue removal generates more hydrocarbon gas - gas-freeing operations must therefore be continuous - adjacent bulkheads and pipelines may constitute additional

I

I

sources of hydrocarbon gas

- the inert gas supply to the tank should be shut off - a gas-free certificate is needed from a qualified chemist '

-

before contractor's work-can be carried out an additional hot work permit is required for hot work that such certificate and permit must be reissued every day that work is carried out, or such lesser period as the port authority stipulates

I For chemical tankers I Cargo information

(Note: for this section, objectives 9.1.24 and 9.1.25 are a repeat of objectives 4.1 .Ito 4.1.8)

I

I

I


TANKER FAMILIARIZATION IMO

(nowledge, understanding and proficiency .24 states that: - information about cargoes to be handled is essential to the safety of the vessel and her crew - such information may be found on ICS or other Cargo Data Sheets for each product, which also include all necessary data for the safe handlingand carriage of the cargo - cargo information for most tanker cargoes is kept on board and available for all concerned - the cargo will not be loaded unless sufficient information necessary for its safe handling and transportation is available - the responsible officer will see to it that the necessary cargc information is posted on the notice board prior to cargo operations - all personnel engaged in cargo operations should familiarize themselves with the cargoes by studying the ICS or other Cargo Data Sheets - cargo information is fundamental to cargo planning .25 lists reference books where cargo information may be found

Cargo planning .26 states that: - cargo operations are always preplanned - the main purpose of planning cargo operations is to ensure safe and efficient operation - cargo operations on chemical tankers may involve simultaneous loading, unloading and tank cleaning - the planning of these operations is done in co-operation between the vessel and a shore-based operating team - cargo preplanning is based on cargo information, port information and thorough knowledge of the ship and its cargo systems .27 lists points to be taken into account during the planning of cargo operations as: - rules and regulations - seamanship 1 safety - port rotation for loading - ballasting and deballasting - draught and stability - cargo properties (flammability, toxicity, reactivity) - suitability of coatings - cargo maintenance during voyage - port rotation for unloading - tank cleaning procedures - slop retaining and disposal

reference

1

I

Loading

I

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

I

eaching aid

PART C: DETAILED TEACHING SYLLABUS reference

A2 - App. 2 Fig. 8.23

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

Unloading

Fig. 8.24 Fig. 8.20

.36 lists reasons for tank cleaning as: - rules and regulations - the prevention of contamination of the cargo to be loaded - the prevention of contaminated ballast - maintenance of cargo tanks and equipment

II

II

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

Tank cleaning and gas-freeing

Teaching aid

IMO


A2 - App. 2 Fig. 8.23 Fig. 8.24 Fig. 8.20

1

I

I

I

A2 - App. 2 Fig. 9.1

TANKER FAMlLlARlZArlON

-

IMO


reference


Teaching aid

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

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

I

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

I A2 - App. Fig. 9.2,9

I

I



(

Teaching aid


For liquefied gas tankers Tank environmental control

R12 - Ch. 9

B8

.45 explains that environmental control within cargo tanks and hold spaces is achieved by means of piping systems provided for this purpose .46 explains that when a gas tanker is to change cargo, the following procedures for environmental control in cargo tanks are normally carried out: - warming up - inerting - gas-freeinglaerating - purging - cooling down .47 states that sampling tubes, pressure sensors and temperature sensors are provided in the tanks to ensure that procedures are correctly carried out

Warming up .48 states that: the warming up of cargo tanks is necessary for the following reasons: vaporizing of liquid cargo residues in pump sump after dischargiqglstripping warming up of tank's shell prior to inerting and gasfreeinglaerating in order to avoid condensation and the formation of ice warming up is done by drawing cold vapour from the top of cargo tanks to the compressors, where the vapour is heated by compression and led back to the pump sump or to the bottom of the tanks during the warming-up procedure the temperature and pressure readings must be kept under observation lnerting

I

I

I

A2 - App. 2 Fig. 9.4

-

-

-

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

-

I

A2 - App. 2

I

Fig. 9.5

TANKER FAMILIARIZATION ....

Knowledge, understanding and proficiency Gas-freeing/aerating .50 states that: - the purpose of gas-freeing or aerating is to replace residues of inert gas and cargo vapour with air - gas-freeing is done by introducing air into the inerted tanks and piping - correct gas-freeing operations are verified by regular checks of the tank atmosphere - atmosphere checks are done by measuring percentage of oxygen content and values of ppm of vapours from cargo or inert gas - an atmosphere in tanks or void spaces is gas-free only when the oxygen content is 21% by volume and when no vapours from cargoes or inert gas can be measured in values above their TLV

Purging .51 states that: - the purpose of purging is to prepare cargo..tanksand piping to receive cargo - purging is done to reduce oxygen content and humidity in a tank by introducing nitrogen or inert gas from the ship's inert-gas plant - in some cases, purging with cargo vapours from the cargo to be loaded is also required after purging with inert gas or nitrogen - regular checks of the tank atmosphere are carried out during the purging operation - atmosphere checks are done by measuring percentage of oxygen and by reading the dewpoint temperature

Cooling down .52 states that: - the reason for cooling down cargo tanks and piping prior to loading is to prevent undue thermal stresses - cooldown is done by introducing cargo liquid slowly into the tank via the coolingdown line or the 'spray-line system - the liquid cargo will tend to vaporize when introduced into a warmer tank, thus taking heat from the tank atmosphere and the tank shell - the correct cool-down operation is verified -bytemperature readings which are made possible by temperature sensors installed in tanks and/or the tank shell - the cooling down is completed when the temperature of the tank atmosphere and shell is acceptably low in relation to the temperature of the cargo to be loaded

-

reference

Part D: Instructor Manual lntroduction The instructor manual provides guidance on the material that is to be presented during the course. The course material reflects the mandatory minimum requirements for officers and ratings as specified in regulation VI1 of the lnternational Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1995 (STCW 1995). .. ..

The material has been arranged under-nine main headings: 1

lntroduction

2

Characteristics of cargoes

3

Toxicity and other hazards

4

Hazard control

5

Safety equipment and protection of personnel

6

Pollution prevention

7

Emergency operations

8

Cargo equipment

9

Cargo operations

The texts used as references throughout the course are: B1 lnternational Safety Guide for Oil Tankers and Terminals B2 Captain C. Baptist, Tanker Handbook for Deck Officers lnternational Chamber of Shipping, Tanker Safety Guide (Chemicals) B3 B4 M. Grey, ChemicaWarcel Tankers B5 B. Bengtsson, Sea Transport of Liquid Chemicals in Bulk ICSIOCIMFIIAPHIINTERTANKOICEFICISIGTTO,Ship/Shore Safety Check List B6 Guidelines B7 lnternational Chamber of Shipping, Tanker Safety Guide (Liquefied Gas) B8 SIGTT0:Liquefied Gas Handling Principles on Ships and Terminals B17 R. Ffooks, Gas Carriers B18 T. W. V. Woolcott, Liquefied Petroleum Gas Tanker Practice R1 R2 R4 R4.1 R4.2 - .

R4.3 R7 R8 R9 R11

lnternational Convention for the Safety of Life at Sea, 1974 (SOLAS 1974))as amended International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW 197811995) lnternational Convention for the Prevention of Pollution from Ships, 1973178 (MARPOL) Regulations for the Prevention of Pollution by Oil (Annex I of MARPOL) Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (Annex II of MARPOL) Regulations for the Prevention of Air Pollution from Ships (Annex VI of MARPOL) Medical First Aid Guide for Use in Accidents Involving Dangerous Goods Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code), as amended lnternational Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code), as amended Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, as amended (GC Code)


R13

International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, as aniended (IGC Code) Guidelines for the Development Of Shipboard Oil Pollution Emergency Plans

TI T2 T3

Safety in Oil Tankers Safety in Chemical Tankers Safety in Liquefied Gas Tankers

R12

The booklets T I , T2 and T3, published by the International Chamber of Shipping, should be provided to each participant (if sufficient supplies can be obtained) for hislher own reference and use. The course outline and timetable provide guidance on the time allocation for the course material, but the instructor is free to modify this if it is felt necessary. The detailed teaching syllabus must be carefully studied and, where appropriate, lesson plans or lecture notes compiled. An example of a lesson plan is attached at the end of Part D. It will be found that on most topics the syllabus is self-explanatory and the bibliographic material shown in the appropriate column of the syllabus gives useful background information for the instructor. The sketches and diagrams reproduced in Appendices 2 and 3 provide examples of the kind of material useful in supporting the presentation of the course. The diagrams may require enlargement for use on overhead projectors. Preparation is essential if the course is to be effective and successful. Throughout the course it is important to stress that, aboard ship, rules and reguhtions must be strictly observed and all precautions taken to maximize safety with rr~inimumeffect on the environment. The syllabus must be studied carefully and lesson plans or lecture notes compiled where appropriate.

PART D: INSTRUCTOR MANUAL

Guidance Notes IIntroduction 1.IThe course This is a brief explanation of the course, its background and its purpose. It should include a short presentation of the International Conver~tionon Standards of Training, Certification and Watchkeeping for Seafarers, 1995 (STCW 1995), and the mandatory minimum requirements for training set out in the Convention should be explained.

Reg~,~lationV/I of the STCW 1995 Convention (reference R2) provides necessary background, but a block diagram illustrating the training sequences could be used for giving the trainees a general view of the requirements for training and qualifications of personnel on tankers (see Appendix 3 of this course).

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

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

I

I

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


This can be done by a short presentation of the following: International Convention for the Safety of Life at Sea (SOLAS 1974) (RI); International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) -Annex I (R4.1) and Annex I\(R4.2); IMO Chemical Codes (R8 and R9); and IMO Gas Carrier Codes (R11 and Rl2). The instructor should also focus upon national rules and classification society rules.

2 Characteristics of cargoes 2.1 Basic physics The purpose of this lesson is to explain in simple terms the basic structure of atoms and molecules, the physical properties and simple laws of physics related to carriage of liquid cargo in bulk. The concept of electrostatic charge generation is introduced at this stage to provide an understanding of electrostatic hazards in the subsequent lessons. Definitions of some of the terms are covered in section 1.4 "Tanker terminology". Reference should be made to 61, 63 and 68.

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 PeriodicTable. Reference Appendix 2, figures 2.3 and 2.4. A chemical reaction and the forming of simple molecules should then be explained, using the most common examples. The hydrocarbon structure The aim here is to try and keep things simple and avoid complication. The essential message is that petroleum is made up of several different hydrocarbon molecules with molecular weights (or molecular masses) ranging from light to heavy. Although the structure consists of hydrogen atoms linking into carbon atoms, for simplicity it is only necessary to mention carbon atoms at this basic level to present a picture of a whole range of petroleum molecules, with the lightest molecules'(such as methane, propane and butane, which are gaseous at atmospheric pressure) containing only small numbers of carbon atoms, with of course an appropriate number of linked hydrogen atoms.

As more carbon atoms (with an appropriate number of linked hydrogen atoms) are used to form the petroleum molecule, so the molecule will become heavier and have a higher boiling temperature at atmospheric pressure. A simple diagram (below) shows the approximate numbers of carbon atoms (plus their linked hydrogen atoms) forming the petroleum molecules. As it leaves the well bore, the petroleumwill comprise a whole range of molecules from light to heavy (also refer to Appendix 2, figures 2.6 and 2.7). Gaseous

Liquid

6 L 25 up to 6 carbon atoms

up to 25 carbon atoms

Solid

L carbon atoms per molecule over 25 carbon atoms

The lightest molecules, methane, are stripped off at the well head together with any earthy solids; the remaining petroleum is termed CRUDE OIL. The process of refining the crude oil will


produce a number of FRAC1-IONS. Each fraction will consist of a range of petroleum molecules, which at atmospheric pressure and temperature will be gaseous, liquid or solid. Mention car1 be made of the products in common use, such as: methane (industrial gas) propane gas (industrial and domestic) butane gas (mainly domestic) motor spirit (petrol) paraffin gas oil diesel oil heavy fuel oil

gaseous at atmospheric pressure and temperature liquid at atmospheric pressure and temperature

greases

semi-solid or solid

wax bitumen

solid at atmospheric pressure and temperature

Reference can also be made to 6 2 for properties of oil.

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.lc and 4.2a to 4.2b of Appendix 2 can be used for this purpose. References 61, 62, 63 and 68 give information relating to cargo properties.

3 Toxicity and other hazards 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: 6 1 , 6 3 and 6 8

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


3.3 Health hazards The purpose of the lesson is to identify the different types of health hazards posed by the cargoes on tankers. Reference B1 covers the toxicity hazards of petroleum and its products. Reference B3 gives a rather thorough coverage of the health hazards from chemicals. Reference B8 covers the health hazards of liquefied gases or their vapours. The small handbooks T I , T2 and T3 cover the same topic more generally. 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: B1, B2, B7 and some general information from T I , T2 and T3 3.5 Reactivity hazards References 63, 64, B7 and B8 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: 64 and 65

Hazards from liquefied gas References 67 and B8 deal thoroughly with the hazards associated with liquefied gas. The small handbook entitled "Safety in Liquefied Gas Tankers" (reference T3) covers the same topicmore,generally.

4 Hazard control 4.1 Cargo Safety Data Sheets -The purpose of the lesson is to make the trainees aware of the contents of the Safety Data Sheets and be able to read and understand the necessary data given in the ICS or other Cargo Data Sheets. The topics s h o ~ ~be l d explained and discussed using a Cargo Data Sheet. The instructor should guide the trainees in.extracting information from a Cargo Data Sheet relevant to the safe handling.and transportation of cargo. The Data Sheet in Appendix 2, figures 4.la to 4.lc can be used for this purpose. 4.2 Methods of controlling hazards on tankers The instructor should highlight the various methods used in controlling the hazards on tankers. The hazards are categorized into fire, health, environmental, reactive and corrosion hazards. Trainees should be made aware that certain measures can be put in place to control two or more hazards simultaneously.

TANKER FANllLlARlZATlOlV The syllabus provides the necessary information on the subject to base the lesson on, but references B l , 82, B3, B4, B7 and B8 can be consulted for additional information.

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

Trainees sho1.11dbe drilled in the use of:

- self-contained compressed-air breathing apparatus

-

filter-type respiratory protection for emergency escape

- a complete set of safety equipment

-

stretcher and tank evacuating equipment

5.4 Protective clothing and equipment References B7 and B8 provide information on protection and safety equipment. Regulations regarding this subject may be found in references R9 and R12. Trainees should be made familiar in the use of protective clothing.

5.5 Resuscitators Regulations regarding this subject may be found in references R9 and R12. Trainees should be drilled in the use of resuscitation equipment. 5.6 Safety precautions and measures This section deals with three topics regarding safety precautions and measures: - Tank atmosphere evaluation

- Accommodation - Precautions against fire The section is intended to provide the trainees with the best possible understanding of different safety aspects and of the necessity of safe working routines on board. References B l , B3, B7, B8, T I , T2 and T3 provide information on all of the three topics additional to that in the syllabus.


Regulations regarding tank atmosphere evaluation and accommodation may be found in references R9 and R12.

6 Pollution prevention 6.1 Causes of marine (air and water) pollution

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

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

Reference can be made to R4.1 and R13. 6.5 Shiplshore liaison The essentil message of this lecture is that safety regulations, good communication and the best possible co-operation between ship and terminal are fundamental to the safety of material when alongside a terminal. personnel and -,

The routines and responsibilities of personnel on watch should be elucidated and discussed. Information related to this section can be obtained from references B1, 6 6 and 68.

7 Emergency operations This section covers the aspects of emergency operations on board. It includes emergency measures, organizational structure, alarms, emergency procedures and first-aid treatment. 'The syllabus provides the necessary guidelines for this topic. Reference can be made to B1, B2 and B7. The main purpose for first-aid treatment is to emphasize the importance of familiarizing with the 'emergency procedures' in the Cargo Data Sheet of the cargo carried. In the event of an accident involving cargo, the trainee should be able to take proper action as recommended in the Cargo Data Sheet. Text covering first-aid treatment for accidents involving cargo can be found in references R7, B7 and B8. 69

TANKER FAMII-IARIZATION

8 Cargo equipment 8.1 General cargo-handling equipment on board oil tankers Oil cargo containment and handling

This section deals with the arrangement and equipment on board oil tankers and combination carriers. Information relating to this section can be obtained from B2; there is also some information on pumping and pipelines and for measurement of the cargo level (figures 8.7 to 8.1 1 of Appendix 2).

8.2 General cargo-handling equipment o n board chemical tankers Ship types and arrangements

This section deals with the design and arrangements of chemical tankers. Tankers for chemicals

This section deals with the design and arrangements of tankers involved in transportation of chemicals in bulk. It is essential for the further progress of the course that the trainees are familiar with the different types and arrangements of chemical tankers when they have corr~pletedthis section of the course. General ship arrangement

The purpose of this lectue is to describe general arrangements of a chemical t a w h e + essential message is th8&&egation.and s-eparah of cargoes are'fundam-entalto the safety of a chemical taker. . I

This section deals with tank types; construction materials, cargo equipment and cargo systems on chemical tankers. Survival capability and tank location

The purpose of this lecture is to explain some of the considerations for the IMO grouping of chemical tankers and the relationship between ship-type requirements and the cargo carried. It is essential to point out that a chemical tanker may have sections of its cargo tanks that provide different degrees of protection. 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 cherl-~icaltankers. It should be emphasized that it is most important that stainless steel and tank coatings are handled correctly and that tank coating guides and maintenance instructions are strictly followed by ship's personnel. Text on the subject, additional to that of the syllabus, may be fol-~ndin reference 84. The IMO requirements regarding materials of construction are set out in the IBC Code (reference R9). Figure 8.26 of Appendix 2 may be used for illustration of the different types of tank materials and how these are used in the layout of cargo tanks of a particular chemicallparcel tanker. Pumps and eductors

The purpose of this lecture is to describe common types of cargo pump found on chemical tankers. It is also important that the safety aspects concerning the different types and arrangements of pumps are discussed and summarized. 70

-


Cargo heating systems

The purpose of this lecture is to describe generally the different cargo heating systems. The safety aspects concerning their use should be discussed and summarized. Tank-washing and slop-retaining systems

The purpose of this lecture is to describe generally the tahk-washing and slop-retaining systems. Inert-gas systems

The purpose of this lecture is to explain the term 'inert gas', to describe the different types and uses of inert gas and to describe the arrangement of an inert-gas generator. It is irr~portantto call attention to the composition of inert gas produced in an inert-gas generator and the potential hazards that some of these constituent gases may pose. (Figure 8.34 of Appendix 2) Instrumentation

The main purpose of this lecture is to describe different gauging devices used in cargo tanks and to exptain how the user of the device may be exposed to the cargo vapour. Necessary precautions to avoid this potential hazard should be discussed. 8.3 General cargo-handling equipment on board liquefied gas tankers Cargo containment systems This section deals with k e design and arrangements of various types of tanks. The purpose of this lecture is to describe generally the different cargo containment systems on liquefied gas tankers and the cargoes normally carried in these tanks. It is essential to call attention to the following points:

-

tank design and location tank support

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

Independent~tanksof type A are prismatic and supported on insulation-bearing blocks and located by anti-roll chocks and anti-flotation chocks. The tanks are normally divided along their centreline byia liquid-tight bulkhead; by this feature, together with the chamfered upper part of the tank, the free liquid surface is reduced and the stability is increased. When these cargo tanks are designed to carry LPG (at -50 "C), the tank is constructed of fine-grained low-carbon manganese steel. The Conch design has been developed for carriage of LNG (at -1 63 "C). The material for these cargo tanks has to be either 9% nickel steel or aluminium. lndependent tanks, type B (MARVS < 0.7 bar)

lndependent tanks of type B are normally spherical and welded to a vertical cylindrical skirt, which is the only connection to the ship's hull This containment system has been used for carriage of LNG. The material of construction is either 9% nickel steel or aluminium. lndependent tanks, type C (MARVS < 0.7 bar)

Independent tanks of type C are cylindrical pressure tanks mounted horizontally on two or more cradle-shaped foundations. The tank may be fitted on, below or partly below deck and be both longitudinally and transversely located. To improve the poor utilization of the hull volume, lobetype tanks are commonly used at the forward end of the ship. -This containment system is used 71

TANKER FAMILIARIZAl-ION

for LPG and LEG. The material, if used for the construction of tanks designed to carry ethylene, is 5% nickel steel. Membrane tanks (MARVS normally < 0.25 bar)

Merrlbrane tanks are not self-supporting tanks; they consist of a thin layer (membrane), normally not exceeding I mm thick, s~.~pported,through insulation, by the adjacent hull structure. The membrane is designed in such a way that thermal and other expansion or contraction is compensated for, and there is no undue stressing of it. The membrane design has been developed for carriage of LNG. The material of construction is lnvar steel (36% nickel steel) or 9% nickel steel. Semi-membrane tanks (MARVS normally < 0.25 bar)

Semi-membrane tanks are not self-supporting; they consist of a layer which is supported, through insulation, by the adjacent hull structure. -The rounded parts of the layer are designed to accommodate thermal expansion and contraction, and other types thereof. The semimembrane design has been developed for carriage of LNG, and the material of construction is 9% nickel steel or aluminium. Integral tanks (MARVS normally < 0.25 bar)

Integral tanks form a structural part of the ship's hull and are influenced by the same loads which stress the adjacent hull structure, and in the same manner. 'Tliis form of cargo containment is not normally allowed if the cargo terrlperature is below -10 "C. Today, this containment system is partly used on some LPG ships dedicated to the carriage of butane.

The liquefied gas tanker Gas tanker types

'The purpose of this lecture is to describe generally the different types of liquefied gas tanker and the relationship between the cargo carried, carriage conditions and names normally used on these ship types. -The syllabus, figures 8.42 and 8.43 of Appendix 2, and the following notes should give the necessary background material for this lesson, but additional information related to this section can be found in references T3, B7, B8 and B16. (a) LEG/LPG/chemical ships

These ships carry both liquefied gases and-chemicals;and are designed in accordance with the IMO's Chemical and Gas Carrier Codes. The ships are semi~pressurizedand the maximum pressure in the cargo tank is normally 3 to 4 bar. 'The cargo tanks are independent type C and are constructed of stainless steel. In addition to the ordinary reliquefaction plant, an indirect plant may be installed on these ships. This makes it possible for the ships to cool cargoes which should not be exposed to high temperatures, to high pressures or to reactive agents. (b) Chlorine ships

.

Chlorine is extremely toxic. This toxicity has made severe demands on the design of ships carrying chlorine. -These ships have to be of the fully pressurized type, and the designed maximum pressl-ire in the cargo tank must be greater than the vapour pressure at 45 "C, which is 13.5 bar. The cargo tanks usually have insulation and the cargo is cooled by an indirect reliquefaction system. Ur~loadingof chlorine is done by pressurizing the cargo tanks. Additional information on the requirements for handling chlorine can be found in reference R12. Layout of a general gas tanker

The purpose of this lecture is to describe the general arrangement of a gas tanker. The essential message is that the use of segregation, separation and airlocks is fundamental to the safety of the gas tanker.

+


The syllabus and figure 8.43 of Appendix 2 should give necessary background niaterial for this lesson, but additional information on the subject can be found in references B7, 68, 616 and R12. Survival capability and tank location

The purpose of this lectl- re is to explain some of the factors resulting in IMO's grouping of gas tankers, and the relationship between ship type requirements and the cargo carried. It is essential to point-out that cargoes commonly carried on gas tankers require ship type 2G and 2PG. The major differences between these ship types are that a ship of type 2G has a MARVS of less than 7 bar and a ship of type 2PG has a MARVS of greater than 7 bar. The syllabus gives the necessary background material for this lesson, but additional information on the subject can be found in references B7, 68 and R12.

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 SI-~bject can be found in references B7 and 68. Pressure-relief and vacuum-protection system

The purpose of this lecture is to describe the systems that give an automatically controlled protection against too high or too low a pressure within the cargo-handling system. It is essential to point out that the safety depends on correct maintenance of these systems. The syllabus and ,figures 8.46 and 8.47 give the necessary background material for this lesson, but additional information on the subject can be found in references B7, B8 and R12. Pumps and unloading systems

The purpose of this lecture is to describe pumps and unloading systems. It is necessary to relate the types of cargo pumps on gas tankers to the properties of the cargo and to the requiremenfs of the installation of the pumps. Explanation and discussion about general handling of:$-centrifugal -- . pump is important. The syllabus, figures 8.30, 8.48 and 8.49, and the following notes should give the necessary background material for this lesson, but additional information related to this section can be found in references B7 and B8. Pumps on liquefied gas tankers

There are a number of different types of pump. Each type has its own special properties and therefore, particular advantages and drawbacks. Two main factors make the pumping of liquefied gas rather extraordinary - its properties and the requirements for the installation of the pumps. One common property of the products carried on liquefied gas tankers is a low boiling point. Most of these cargoes are carried at their boiling point. To understand the influence of the cargo's property on pumping we have to look closer at the term "suction lift". If a pipe is submerged into cold water and the air inside the pipe is drawn off, the water level rises inside the pipe (see figure 8.5). This is a result of the difference between the pressure


inside the pipe and the atmospheric pressure. When the pressure inside the pipe is equal to the water's vapour pressure, the water starts to boil. It is then physically impossible to raise the water level any further. The level, also called "suction lift", is approximately 10 metres for fresh water. If the water is replaced by fully refrigerated propane and we start drawing off vapour from the pipe, the liquid will just boil off and, because of this, it is then impossible to reduce the pressure in the suction pipe; therefore, the liquid level will not rise in the pipe, i.e. there will be no suction. As a consequence of this, a cargo pump on liquefied gas tankers has to be installed at a level below the surface of the liquid in the cargo tank. IMO regulations require all connections to a cargo tank to go via the cargo dome area. Together with the above-mentioned conclusion, the only possible alternative area for installing a cargo pump on refrigerated gas tankers is inside and at the bottom of the cargo tanks. It is impractical to mount piston and screw pumps in this position because of the constructional corrlplexity of these pumps. Centrifugal and eductor pumps are simple in design, have few or no mechar~icalmoving parts and are easy to maintain. From this point of view, the alternatives for pumping liquefied gas are centrifugal and eductor pumps. An eductor pump is simple in design and is cheap to produce. But this pump has some major drawbacks. The pump has low efficiency and the propellant has to be corr~patiblewith the cargo. 'rt-lis means that the eductor pump can never be a main cargo pump on liquefied gas tankers, but only an auxiliary pump. The centrifugal pump has none of these drawbacks and gives today the best practical solution to the pumpirrg of a liquefied gas. The centrifugal pumps fitted aboard refrigerated gas tankers are either deepwell or submerged pumps. gas tankers, the centrifugal pump may be mounted on deck. This is On fully press~~rized possible because the high pressure inside the cargo tanks delivers the cargo liquid to the pump's suction. During discharge, the high pressure in the tank is maintained by compressors. Cargo heaters and cargo vaporizers

The purpose of this lecture is to describe generally the use of cargo heaters and vaporizers. The syllabus and figures 5.8 and 5.9 give the necessary background material for this lesson, but additional information on the subject can be found in references B7 and B8. Reliquefaction systems and control of boil-off

In this lecture it is important to explain and describe in simple terms the different ways of controlling boil-off. In order to understand a simplified reliquefaction process, it is essential to be familiar with the relationship between vapour pressure and temperature and between vapour pressure and boiling point. The syllabus and figures 8.53 to 8.56 give the necessary background material for this lesson, but additional information on the subject will be found in references B7 and B8. Cargo compressors

The purpose of this lecture is to describe generally the different cargo compressors commonly used in reliquefaction plants and the cargo operations in which they are used. 'The syllabus and figures 8.57 and 8.58 give the necessary background material for this lesson, but additional information on ,the subject will be found in references B7 and B8.


Inert-gas system The purpose of this lecture is to explain the term "inert gas" and to describe the arrangement of an inert-gas generator. It is important to call attention to the composition of inert gas and to the potential hazards of some of these gases to operators. The syllabus and figure 8.34 give the necessary background material for this lesson, but additional,information on the subject can be found in references B7, B8 and R12.

Instrumentation The purpose of this lecture is to describe the most important instruments used in cargo handling and to explain how these instruments are fundamental to the safety of the gas tanker. 'The syllabus and figures 8.59 to 8.61 give the necessary background material for this lesson, but additional information on the subject can be found in references B7, B8 and R12.

9 Cargo operations 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 of the watchkeeping team in port. The aim is therefore to make the trainees familiar with operational sequences. The duties and responsibilities of personnel on watch during operations should also be focussed upon in this connection. For oil tankers 'This section covers an introduction to the operation of oil tankers and is divided to address the following topics: Loading, loaded voyage, discharging, ballast voyage, tank cleaning, crude oil washing, use of inert gas, purging and gas-freeing, tank cleaning and gasfreeing for repairs. Reference B2 will provide information on the practical aspects. Reference should also be made to B1.

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

For liquefied gas tankers This section covers an introduction to the operation of liquefied gas tankers and is divided to address the following topics: Tank environment control, warming up, inerting, gas-freeinglaerating, purging, cooling down References B7, B8 and R12 provide additional text on liquefied gas tanker operation.


Methods of liquefaction

The method to follow here is to give a simple explanation of how gas can be liquefied, and to point out the relationship between temperature and pressure. That removal of heat and/or pressurizing can be used for liquefaction can be illustrated in a simplified pressureltemperature diagram as found in figure 2.1 of Appendix 2. Tank environmental control

This section covers the general principles of cargo tank environmental control. These principles address two main points in the safe and correct working procedures on board gas tankers:

- the control of the tank atmosphere to avoid accidents and/or contamination by cargo

-

.the control of temperature to avoid undue thermal stress on construction materials.

The syllabus is self-explanatory, and the methods of control listed can be explained to the trainees by using schematic diagrams as found in figures 9.4 to 9.8 of Appendix 2. References B7 and B8 provide additional information on this subject.

EXAMPLE OF A LESSON PLAN COURSE:

Tanker Familiarization

Training Area:

1.3 Types of cargoes

MAIN ELEMENT Specific learning objective (in teaching sequence, with memory keys) 1.3

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

- constituent gases of natural gases - depending on number of carbon atoms, the boiling point of a gas is higher

- methane, ethane, propane, butane, pentane, hexane, heptane, octane, etc.

- as from pentane, the hydrocarbons are liquid at ambient

temperature - LNG and LPG are naturally occurring gases - LEG and chemical gases are manufactured

DURATION: 1 hour

LESSON NUMBER:

TEACHING METHOD

IMO REFERENCE

TEXTBOOKS, BIBLIOGRAPHY

AIDS

Class

R4

88

V5

'IV

INSTRuCToR TIME (MINS) GUIDELINES A1 para 1.3 5

-

A2 App 2 Fig 1.16

Appendix 1 Combined list of technical terms extracted from B1, B3 and B8. Absolute temperature The fundamental temperature scale with its zero at absolute zero and expressed either in kelvin or degrees Rankine. One kelvin is equal to one Celsius degree or one centigrade degree; one Rankine degree is equal to one Fahrenheit degree. To convert Celsius to kelvin, add 273. To convert Fahrenheit to Rankine, add 460. Absolute zero The temperature at which the volume of a gas theoretically becomes zero and all thermal motion ceases. Generally accepted as being -273.16 O C or -459.69 O F . Acute toxic effect The effect on man of a single exposure of short duration to high concentrations of toxic compound or toxic vapour. Adiabatic Without transfer of heat. Adiabatic expansion is volume change in a liquid or gas with no heat loss or gain involved. Airlock A separation area used to maintain adjacent areas at a pressure differential; e.g. an electric motor room airlock on a gas carrier is used to maintain pressure segregation between a gasdangerous zone on the open weather deck and .the pressurized gas-safe motor room. "Alcohol-type" foam A fire-fighting foam effective against many water-soluble cargoes. It is also effective against many non-water-soluble cargoes. Anaesthesia A total loss of feeling and consciousness or the loss of power or feeling over a limited area of skin. Anaesthetics Chemicals which produce anaesthesia. - Antistatic additive A substance added to a petroleum product to raise its electrical conductivity above 100 picosiemens/metre (pS/m) to prevent accumulation of static electricity. Approved equipment Equipment of a design that has been tested and approved by an appropriate authority such as a Government or classification society. The authority should have certified the equipment as safe for use in a specified hazardous atmosphere. Aqueous Indicating that the conipound is in solution in water. Asphyxia The condition arising when the blood is deprived of an adequate supply of oxygen, so that loss of consciousness may follow.


Asphyxiant A gas or vapour which, when inhaled, leads to asphyxia. Auto-ignition The ignition of a combustible material without initiation by a spark or .flame, when the material has been raised to a temperature at which self-sustaining combustion occurs. Auto-ignition temperature (Autogenous ignition temperature) The lowest temperature to which a solid, liquid or gas requires to be raised to cause selfsustained combustion without initiation by a spark, flame or other source of ignition. Avogadro's Law Avogadro's Hypothesis. Equal volumes of all gases contain equal numbers of molecules under the same conditions of temperature and pressure. BLEVE Boiling Liquid ExpandingVapour Explosion. Associated with the rupture under fire conditions of a pressure vessel containing liquefied gas. Boil-off Vapour produced above the surface of a boiling liquid. Boiling point The temperature at which the vapour pressure of a liquid is equal to atmospheric pressure. Boiling points, as quoted on the data sheets, are correct at a pressure of 760 mmHg, unless indicated to the contrary. Boiling range Some liquids which are mixtures, OR which contain impurities, boil over a range of temperatures known as the boiling range. When this occurs, the range will be stated on the relevant data sheet. The lower temperature is that at which the liquid starts to boil. Bonding The connecting together of metal parts to ensure electrical continuity. Booster pump A pump used to increase the discharge pressure from another pump (e-g. a main cargo pump). Bulk cargo Cargo carried in cargo tanks and not shipped in drums, containers or packages. Canister-type breathing apparatus A respirator consisting of mask and replaceable canister filter through which toxic air is drawn by the breathing effort of the wearer and the toxic elements are absorbed. A filter dedicated to the specific toxic contaminant gas must be used. May be referred to as "cartridge" or "filter" respirator. Cargo area That part of the ship which contains the cargo-containment system, cargo pump and corrlpressor rooms, and includes the full beam deck area over the length of the ship above the cargo containment. Where fitted, cofferdams, ballast or void spaces at the after end of the aftermost hold space or the forward end of the forwardmost hold space are excluded from the cargo area. 80

APPENDIX 1

Cargo conditioning The maintaining of the cargo quantity without undue loss, of the cargo tank pressure within its design limits, and of the desired cargo temperature. Cargo containment system The arrangement for containment of cargo, including, where fitted, a primary and secondary barrier, associated insulation, interbarrier spaces and structure required for the support of these elements. Cargo handling The loading, discharging and transferring of bulk liquid cargo. Cascade reliquefaction cycle A process whereby vapour boil-off from cargo tanks is condensed in a cargo condenser in which the coolant is an evaporating refrigerant such as Freon 22. The evaporating refrigerant is then passed:through a conventional seawater-cooled condenser. Catalyst A substance that starts a reaction or changes its speed without being itself chemically changed. A catalyst which reduces the speed of a reaction is known as a negative catalyst. Cathodic protection The prevention of corrosion by electrochemical techniques. On tankers it may be applied either externally to the hull or internally to the surfaces of tanks., At terminals, it is frequently applied to steel piles and fender panels. Cavitation A process occurring within the impeller of a centrifi~galpump when pressure at the inlet to the impeller falls below that of the vapour pressure of the liquid being pumped. Bubbles of vapour which are formed collapse with considerable irr~pulseforce in the higher-pressure regions of the impeller. Significant damage can occur to the impeller surfaces. CEFlC The European Council of Chemical Industries. Certified gas-free Certified gas-free means that a tank, compartment or container has been tested using an approved testing instrument and proved to be sufficiently free, at the time of the test, of toxic or explosive gases for a specified purpose, such as hot work, by an authorized person (usually a chemist from shore) and that a certificate to this effect has been issued. If an authorized person is not available, the test should be carried out by the Master or his appointed deputy and the certificate will take the form of an entry in the tanker's logbook. . Certificate of Fitness A certificate issued by the Administration of a country confirming that the structure, equipment, fittings, arrangements and materials used in the construction of a gas carrier are in compliance with the relevant IMO Gas Codes. Such certification may be issued on behalf of the Administration by approved Classification Societies. .

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


Chronic toxic effect The cumulative effect on man of prolonged exposures to low concentrations or of intermittent exposures to higher concentrations of a toxic compound or toxic vapour. Clingage Oil remaining on the walls of a pipe or on the surfaces of tank interiors after the bulk of the oil has been removed. Closed gauging system (closed ullaging) A system whereby the contents of a tank can be measured by means of a device which penetrates the tank, but which is part of a closed system and keeps tank contents from being released. Examples are the float-type systems, electronic probe, magnetic probe and protected sight glass. Coefficient o f cubical expansion The fractional increase in volume for a 1 OC rise in temperature. 'The increase is 519 of this for a IOF rise. Cofferdam -The isolating space between two adjacent steel bulkheads or decks. This space may be a void space or ballast space. Cold work Work which cannot create a source of ignition. Combustible-gas detector (explosive meter) An instrument used to detect combustible hydrocarbon gases, generally using a heated filament of a special metal to oxidize the gas catalytically and measure the gas concentration as a percentage of its Lower Flammable Limit. No single instrument is suitable for all corr~bustiblevapours. Compatibility 'The ability of two or more compounds to exist in close and permanent association. Combination carrier A ship which is designed to carry either petroleum cargoes or dry bulk cargoes. Combustible (also referred t o as "flammable") Capable of being ignited and of burning. For the purposes of these guidance notes, the terms "combustible" and "tlammable" are synonymous. Corrosive liquids Liquids which corrode normal constructional materials at an excessive rate. Usually they also cause serious damage to human tissue and to the eyes. Critical temperature The temperature above which a gas cannot be liquefied by pressure alone. Critical pressure -The pressure of a saturated vapour at the critical temperature, i.e. the pressure required to cause liquefaction at that temperature.

APPENDIX 1

Cryogenics The study of the behaviour of matter at very low temperatures. Cyanosis A bluish discoloration of the skin, particularly about the face and extremities, which usually occurs when the blood is not properly oxygenated by the lungs, and manifests itself particularly in the area of the mouth and ears. Dalton's Law o f Partial Pressures The pressure exerted by a mixture of gases is equal to the sum of the separate pressures which each gas would exert if it alone occupied the whole volume. Dangerous area An area on a tanker which, for the purposes of the installation and use of electrical equipment, is regarded as dangerous. Dangerous cargo endorsement ~ndorsement to a certificate of competency of a responsible officer for him to serve as such on a dangerous cargo carrier (i.e. oil or chemical or gas carrier). Deepwell pump A type of centrifugal cargo pump commorrly found on gas carriers. The prime mover, usually but not always an electric motor, is flange-mounted on top of the cargo tank and drives, through a long transmission shaft, the pump assembly located in the bottom of the tank. 'The discharge pipe s~.~rroundsthe drive shaft and the bearings of the shaft are cooled and lubricated by the liquid being PI-~mped. Density The mass per unit volume of a substance at specified conditions of temperature and pressure. Dewpoint The temperature at which the water vapour present in a gas saturates the gas and begins to condense. Dry chemical powder A flame-inhiBlting powder used in fire fighting. Earthing (also referred t o as "grounding") The electrical connection of equipment to the main body of the earth to ensure that it is at earth potential. On board ship the connection is made to the main metallic structure of the ship, which is at earth potential because of the conductivity of the sea. Endothermic Referring to a process which is accompanied by absorption of heat. Entry permit A document issued by a responsible person permitting entry to a space or compartment durirrg a specific time interval. Explosimeter See "Combustible-gas indicator".


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

liquid gas in a tank c y -

..

Filling ratio (for liquids) That volume of a tank, expressed as a percentage of the total volume, which can be safely filled, having regard to the possible expansion of liquid. Flame arrester A permeable matrix of metal, ceramic or other heat-resisting materials which can cool a deflagration flame and any following combustion products below the temperature required for the ignition of the unreacted flammable gas on the other side of the arrester.

Flame-proof See "Explosion-proof'. Flame screen A portable or fitted device incorporating one or more corrosion-resistant wire-woven fabrics of very small niesh used for preventing sparks from entering a tank or vent opening or, for a short time, preventing the passage of flame. (Not to be confused with a flame arrester, see Instructor Manual section 1.4) Flammable (also referred to as "combustible") Capable of being ignited and of burning. For the purposes of these guidance notes, the terms "flammable" and "cornbustible" are synonymous. Flammable range (also referred to as "explosive range") The range of hydrocarbon gas concentrations in air between the lower and upper flammable (explosive) limits. Mixtures within this range are capable of being ignited and of burning. Flashlight (also referred to as "torch") A battery-operated hand lamp. An approved flashlight is one which is approved by a competent authority for use in a flammable atmosphere. Flashpoint The lowest temperature at which a liquid gives off sufficient gas to form a flammable gas mixture near the surface of the liquid. It is measured in the laboratory in standard apparatus using a prescribed procedure. 84

APPENDIX 1

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


Gauze screen (sometimes called "flame screen") A portable or fitted device incorporating one or more corrosion-resistant wire-woven fabrics of very small mesh used for preventing sparks from entering an open deck hole, or FOR A SHORT PERIOD OF TIME preventing the passage of flame, yet permitting the passage of gas. Grounding See "Earthing". Halon A halogenated hydrocarbon previously used-in fire fighting which inhibited flame propagation. Hard arm An articl-dated pipework arm used in terminals to connect shore pipework to ship manifold. Harmful A general descriptive term for injurious effects on health that may be caused by chemicals. Hazardous area A hazardous area is one in which vapour may be present continuously or intermittently in sufficient concentrations to create a flammable atmosphere or an atmosphere which is dangerous for personnel. Hazardous zone See "Hazardous area". Health hazard A general descriptive term for the danger to the health of personnel presented by some chemicals. Heat of fusion Ql~antityof heat required to effect a change of state of a substance from solid to liquid without change of temperature. (Latent heat of fusion). Heat of vaporization Quantity of heat required to effect a change of state of a substance from liquid to vapolJr without change of temperature. (Latent heat of vaporization). Hold space 'The space enclosed by the ship's structure in which a cargo containment system is situated. Hot work Work involving sources of ignition or temperature sufficiently high to cause the ignition of a flammable gas mixture. This includes any work requiring the use of welding, burning or soldering equipment, blow torches, some power-driven tools, portable electrical equipment which is not intrinsically safe or contained within an approved explosion-proof housing, sandblasting equipment, or internal-combustion engines. Hot-work permit A document issued by a responsible person permitting specific hot work to be done during a specific time interval in a defined area.

APPENDIX 1

Hydrate White, snow-like, crystalline substance formed at certain pressures and terr~peraturesby hydrocarbons containing water. Hydrate inhibitors An additive to certain liquefied gases that is capable of depressing the temperature at which hydrates begin to form. Typical depressants are methanol, ethanol, isopropyl alcohol, etc. Hydrocarbon gas A gas composed entirely of hydrocarbons. Hydrolysis The decomposition of a compound by the agency of water (H-OH) into two parts, one part then combining with hydrogen (H) from the water and the other part with the hydroxyl (OH). Hygroscopic tendency The tendency of a substance to absorb moisture from the air. IACS lnternational Association of Classification Societies. IAP H lnternational Association of Ports and Harbours. ICS lnternational Chamber of Shipping. IEC lnternational Electrotechnical Commission. IMO lnternational Maritime Organization, the United Nations specialized agency dealing with maritime affairs. lncendive spark A spark of sufficient temperature and energy to ignite a flammable vapour. lnert condition A condition in which .the oxygen content throughout the atmosphere of a tank has been reduced to 8% or less by volume by addition of inert gas. lnert gas A gas or a mixture of gases, such as flue gas, containing insufficient oxygen to support the combustion of hydrocarbons. lnert gas distribution system All piping, valves and associated fittings to distribute inert gas from the gas plant to cargo tanks, to vent gases to atmosphere and to protect tanks against excessive pressure or vacuum. lnert gas plant All equipment specially fitted to supply, cool, clean, pressurize, monitor and control delivery of inert gas to cargo tank systems. 87


Inert gas system (IGS) An inert gas plant and inert gas distribution system together with means for preventing backflow of cargo gases to the machinery spaces, fixed and portable measuring instruments and control devices. lnerting The introduction of inert gas into H tank with the object of attaining the inert condition. Ingestion The act of introducing a substance into the'body via the digestive system. Inhibited chemical A chemical to which an inhibitor or additive has been added. Inhibitor A substance used to prevent any chemical reaction. Insulating flange A flanged joint incorporating an insulating gasket, sleeves and washers to prevent electrical continuity between pipelines, hose strings or loading arms. lnterbarrier space The space between a primary and a secondary barrier of a cargo containment system, whether or not completely or partially occupied by insulation or other material. Interface detector An electrical instrument for detecting the boundary between oil and water. IN'TERTANKO International Association of Independent Tanker Owners. Intrinsically safe An electrical circuit or part of a circuit is intrinsically safe if any spark or thermal effect produced normally (i.e. by breaking or closing the circuit) or accidentally (e.g. by short circuit or earth fault) is incapable, under prescribed test conditions, of igniting a prescribed gas mixture. Irritating liquid A liquid which, on direct contact with the eyes or skin, will cause, injury, burns or severe irritation. Irritating vapour A vapour which will cause irritation of the eyes, nose, throat and respiratory tract. Such vapours generally are immediately evident. '

ISGOTT lnternational Safety Guide for Oil Tankers and Terminals. P~nblishedjointly by ICS, 0 C I M F and IAPH.

Isothermal When a gas passes through a series of pressure and/or volume variations without change of temperature, the changes are called "isothermal".

APPENDIX 1

Latent heat The heat required to cause a change in phase of a substance from solid to liquid (latent heat of fusion) or from liquid to vapour (latent heat of vaporization). These phase changes for singlecomponent systems occur without change of temperature at the melting point and the boiling point respectively. Liquefied gas A liquid which has a saturated vapour pressure exceeding 2.8 bar absolute at 37.8 "C and certain other substances specified in the IMO Codes. LNG Liquefied Natural Gas, the principal constituent of which is methane. Loading overall The loading of cargo or ballast "over the top" through an open-ended pipe or by means of an open-ended hose entering a tank through a hatch or other deck opening, resulting in the free fall of liquid. '

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

TANKER FAMILIARIZA-TION

Mooring winch brake design capacity The percentage of the breaking strength (when new) of the mooring rope, or of the wire it carries, at which the winch brake is designed to yield. May be expressed as a percentage or in tonnes. Mooring winch design heaving capacity The power of a mooring winch to heave in or put a load on its mooring rope or wire. Usually expressed in tonnes. Mucous membranes Those surfaces lined with secretion; for example, the inside of the nose, throat, windpipe, lungs and eyes. Naked lights Open flames or fires, lighted cigarettes, cigars, pipes or similar smoking materials, any other unconfined sources of ignition, electrical and other equipment liable to cause sparking while in use, and unprotected light bulbs. Narcosis A condition of profound insensibility, resembling sleep, in which the unconscious person can only be roused with great difficulty but is not entirely indifferent to sensory stimuli. Narcotics Substances which produce narcosis.

NGL Natural Gas Liquids. Liquid fractions found in association with natural gas. Ethane, propane, butane, pentane and pentanes plus are typical NGLs. Non-volatile petroleum Petroleum having a flashpoint of 60 "C (140 O F ) or above as determined by the closed-cup method of test. OBO, OIUORE See "Combination carrier" OClMF Oil Companies International Marine Forum. Odoriser Stenching compound added to liquefied petroleum gas to provide a distinctive smell. Ethyl mercaptan is commonly used for this purpose. Odour threshold The smallest concentration of gas or vapour, expressed in parts per million (ppm) by volume in air, that most people can detect by smell. Open gauging A system which does nothing to minimize or prevent the escape of vapourfrom tanks when the contents are being measured. Oral administration -The introduction of a substance into the body via the mouth. 90

APPENDIX I

Oxidizing agent An element or compound that is capable of adding oxygen or removing hydrogen; or one that is capable of removing one or more electrons from an atom or group of atoms. Oxygen analyserlmeter An instrument for determining the percentage of oxygen in a sample of the atmosphere drawn from a tank, pipe or compartment. Oxygen-deficient atmosphere An atmosphere containing less than 21% oxygen by volume. Packaged cargo Petroleum or other cargo in drums, packages or other containers. Padding Filling and maintaining the cargo tank and associated piping system with an inert gas, other gas or vapour, or liquid, which separates the cargo from air. Partial pressure The pressure exerted by a constituent in a gaseous vapour mixture as if the other constituents were not present. Generally this pressure cannot be measured directly but is obtained by analysis of the gas or vapour and calc~~lation by use of Dalton's Law. Peroxide A compound that is formed by the chemical combination of cargo liquid or vapour with atmospheric oxygen or oxygen from another source. These compounds may in some cases be highly reactive or unstable and constitute a potential hazard.

.

. .. .

Petroleum Crude oil and liquid hydrocarbon products derived from it. Petroleum gas A gas evolved from petroleum. The main constituents of petroleum gases are hydrocarbons, but they may also contain other substances, such as hydrogen sulphide or lead alkyls, as minor constituents.

pH 'This can be used as an arbitrary indication of the acidity of a solution. Its practical range is 0 to 14. pH 7 represents absolute neutrality. A value of 1 represents high acidity (e.g. dilute hydrochloric acid) and 13 represents high alkalinity (e.g. a caustic soda solution). Poison A very toxic substance which, when absorbed into the human body by ingestion, skin absorption, or inhalation, produces a serious or fatal effect. Notwithstanding the above, corrosive liquids, such as acids (which, due solely to their corrosive nature, can be fatal if ingested), should not be classed as poisons. Poly A prefix, meaning "many". Polymerization -The phenomenon whereby the molecules of a particular compound can be made to link together into a larger unit containing anything from two to thousands of molecules, the new unit 91


being called a polymer. A compound may thereby change from a free-flowing liquid to a viscous one or even to a solid. A great deal of heat may be evolved when this occurs. Polymerization may occur automatically with no outside influence, or it may occur if the compound is heated, or if a catalyst or impurity is added. Polymerization may, under some circumstances, be dangerous.

Pour point The lowest temperature at which a petroleum oil will remain fluid. Pressurelvacui~mvalve (sometimes referred to as P N valve, breather valve) A dual-purpose valve commonly incorporated in the cargo tank venting system of tankers, the operation of which, when appropriately set, automatically prevents excessive pressure or vacuum in the tank or tanks concerned. On a tanker, such a valve may be either manually jacked open or by-passed when the vent system must handle large gas flows during loading or gas-freeing. Pressure surge A sudden increase in the pressure of the liquid in a pipeline, brought about by an abrupt change in flow velocity. Pyrophoric iron s~.~lphide Iron sulphide ,that is capable of a rapid exothermic oxidation, with incandescence, when exposed to air which is capable of igniting flammable hydrocarbon gaslair mixtures. Primary barrier The inner structure designed to contain the cargo when the cargo containment system includes a secondary barrier which will contain the cargo for a time should the primary barrier fail. Purging The introduction of nitrogen or suitable inert gas or suitable cargo vapour to displace an existing atmosphere from a containment system. The introduction of inert gas into a tank that is already in the inert condition, with the object of: ( I ) further reducing the existing content; or (2) reducing the existing hydrocarbon gas content to a level below which combustion cannot be supported if air is subsequently introduced into the tank.

Reducing agent An element or compound that is capable of removing oxygen, or adding hydrogen, or one that is capable of giving electrons to an atom or group of atoms. Reid vapour pressure (RVP) The vapour pressure of a liquid determined in a standard manner in the Reid apparatus at a terr~pe.ratureof 100 OF (37.8 "C) and with a ratio of gas to liquid volume of 4:l. Relative liquid density The mass of a liquid at a given temperature compared with the mass of an equal volume of fresh water at the same temperature or at a different given temperature (see 8.3.2). Relative vapour density The mass of a vapour compared with the mass of an equal volume of air, both at standard conditions of temperature and pressure.

APPENDIX 1

Respiratory tract The air passages from nose to lungs inclusive. Responsible officer (or person) A person appointed by the employer or the master of the ship and empowered to take all decisions relating to his specific task, having the necessary knowledge and experience for that purpose. Responsible terminal representative, or Terminal representative The shore supervisor in charge of all operators and operations at the terminal associated with the handling of products, or his responsible delegate. Restricted gauging system (also known as "restricted ullage system") A system employing a device which penetrates the tank and which, when in use, permits a small quantity of cargo vapour or liquid to be exposed to the atmosphere. When not in use, the device is completely closed. The design should ensure that no dangerous escape of tank contents (liquid or spray) can take place in opening the device. Resuscitator Equipment to assist or restore the breathing of a man overcome by gas or lack of oxygen. Rollover The phenomenon where the stability of two stratified layers of liquid is disturbed by a change in their relative density resulting in a spontaneous rapid mixing of the layers, accompanied, in the case of liquefied gases, by an increased evolution of vapour. Sacrificial anode The preferential corrosion of an active metal for the sake of protecting a more noble (less reactive) metal. For example, a zinc anode immersed in an electrolyte (seawater) will, by galvanic action, preferentially corrode and thereby protect the adjacent steelwork of a ship's hull. Safety relief valve A valve fitted on a pressure vessel to relieve over-pressure. Saturated vapour pressure The pressure at which a vapour is in equilibrium with its liquid at a specified temperature. Secondary barrier The liquid-resisting outer element of a cargo containment system designed to afford temporary containment of a leakage of liquid cargo through the primary barrier and to prevent,thelowering of the temperatl- re of the ship's structure to an unsafe level. Scale Deposit or incrustation which may form on metal as a result of electrolytic or chemical action. Self-reaction The tendency' of a cherr~icalto react with itself, usdally resulting in polymerization or decomposition. Self-reaction may be promoted by contamination with small amounts of other materials.

TANKER FAMII-IARIZATION

Self-stowing mooring winch A mooring winch fitted with a drum on which a wire or rope is made fast and automatically stowed. Shore Authority The body responsible for the operation of a shore installation or shore equipment associated with the handling of chemical cargoes. SI (SystBme international) units modelled on the metric system, consisting An internationally accepted coherent system of ~.~nits, of base units of length (metre), mass (kilogram), time (second), electric current (ampere), thermodynamic temperature (kelvin), luminous intensity (candela) and amount of SI-~bstance (mole). SIGTTO Society of International Gas Tanker and Terminal Operators Limited. Slip tube A device used to determine the liquid-vapour interface during the ullaging of semi-pressurized and fully pressul-izedtanks. See "Restricted gauging". '

SOLAS International Convention for the Safety of Life at Sea, 1974. Solubility The solubility of a substance in water, at a specified temperature, is the maximum weight of substance which will dissolve in a given weight of water, in the presence of undissolved substance. The value is usually expressed as the number of grams of substance dissolving in 100 grams of water. In the case of liquid dissolving in liquid, the term "miscibility" is often used instead of "solubility". Ethanol dissolves in water at ordinary temperatures in all proportions, and is said to be completely miscible. A hydrocarbon and water, on the other hand, are immiscible. Aniline and water are partially miscible. Sour crude oil A crude oil containing appreciable amounts of hydrogen sulphide or mercaptans. Span gas A vapour sample of known composition and concentration that is used to calibrate gasdetection equipment. Specific gravity The ratio of the weight of a substance at a temperature tl, to the weight of an equal volume of fresh water at a temperature t2,where tl does not necessarily equal t2. Temperature will affect volume; therefore the temperature at which the comparison was made is stated on each data sheet, after the ratio. e.g., S.G. =0.982 at 20 "CI15 "C. "20 "C" referring to the temperature of the substance and "15 "C" referring to the terr~peratureof the water.

Specific heat The ratio of the thermal capacity of a substance to that of water. For a gas, the specific heat at constant pressure is greater than that at constant volume.

APPENDIX 1

Spontaneous combustion Ignition of a combustible material is termed "spontaneous" if the inherent characteristics of the material cause a heat-producing (exothermic) chemical action, and thus ignition, without exposure to external fire, spark or abnormal heat. Static accumulator oil An oil with an electrical conductivity 'less than 100 picosiemens/metre (pS/m), so that it is capable of retaining a significant electrostatic charge. Static electricity The electricity produced on dissimilar materials through physical contact and separation. Static non-accumulator oil An oil with an electrical conductivity greater than 100 picosiemens/metre (pS/m), which renders it incapable of retaining a significant electrostatic charge. Stern discharge line A cargo pipeline over the deck to a point terminating at or near the stern of the tanker. Stripping The final operation in pumping bulk liquid from a tank or pipeline. Sublimation The conversion of a solid direct into a vapour without melting, e.g. naphthalene. The significance of sublimation is that there may be sufficient vapour above the solid for combustion. In such a case the flashpoint may be lower than the freezing point. Submerged pump A type of centrifugal cargo pump commonly installed on gas carriers and in terminals in the bottom of a cargo tank, i.e. with drive motor, impeller and bearings totally submerged when the tank contains bulk liquid. Supercooling This takes place if a liquid drops in temperature below its freezing point without freezing. Surge pressure A phenomenon generated in a pipeline system when there is any change in the rate of llow of liquid in the line. Surge pressures can be dangerously high if the change of flow rate is too rapid, and the resultant shock waves can damage pumping equipment and cause rupture of pipelines and associated equipment. Systemic toxic effect The effect of a substance or its vapour on those parts of the human body with which it is not in contact. This presupposes that absorption has taken place. It is possible for chemicals to be absorbed through skin, lungs or stomach, producing later manifestations which are not a result of the original direct contact.' Tank vent system The piping system and associated valves, installed to prevent over-pressure and excessive vacuum in cargo tanks. Tanker A ship designed to carry liquid petroleum cargo in bulk, including a combination carrier when being used for this purpose.


Tension winch (automated or self-tensioning mooring system) A mooring winch fitted with a device which may be set to maintain the tension on a mooring line automatically. Terminal A place where tankers are berthed or moored for the purpose of loading or discharging petroleum cargo. Terminal representative The person designated by the terminal to take responsibility for an operation or duty. 'Threshold limit value (TLV) Concentration of gases in air to which it is believed personnel may be exposed 8 hours per day or 40 hours per week throughout their working life without adverse effects. The basic TLV is a Time-Weighted Average (TWA) and may be supplemented by a TLV-STEL (Short-Term Exposure Limit) or TLV-C (Ceiling exposure limit, which should not be exceeded even instantaneously). Topping off 'The operation of completing the loading of a tank to a required ullage. Topping up The introduction of inert gas into a tank whictr is already in the inert condition, with the object of raising the tank pressure to prevent any ingress of air. Torch See "Flashlight". Toxic Poisonous to human life. Toxic liquid A liquid which, if ingested or absorbed through the skin, causes bodily harm that may be severe. Toxic vapour A vapour which, if inhaled, causes bodily harm that may be severe. True vapour pressure ( N P ) The true vapour pressure of a liquid is the absolute pressure exerted by the gas produced by evaporation from a liquid when gas and liquid are in equilibrium at the prevailing temperature and the gaslliquid ratio is effectively zero. Ullage The depth of the space above the liquid in a tank. Upper flammable limit (UFL) The concentration of a hydrocarbon gas in air above which there is insufficient air to support and propagate corr~bus.tion.Sometimes referred to as "upper explosive limit (UEL)". Vapour A gas below its critical temperature.

APPENDIX 1

Vapour density The relative weight of the vapour compared with the weight of an equal volume of air at standard conditions of temperature and pressure. Thus vapour density of 2.9 means that the vapour is 2.9 times heavier than an equal volume of air, under the same physical conditions. Vapour pressure The pressure exerted by the vapour above the liquid, at a given temperature. It is expressed as absolute pressure.' Vapour seal-system Special fitted equipment which enables the measuring and sarr~plingof cargoes contained in inerted tanks without reducing the inert gas pressure. Venting The process of airlvapour release to and from cargo tanks. Viscosity The property of a liquid which determines its resistance to flow. Void space An enclosed space in the cargo area that is external to a cargo containment system and which is not a hold space, ballast space, fuel or oil tank, cargo pump or compressor room or any space in normal use by personnel. Volatile petroleum Petroleum having a flashpoint below 60 OC (140 OF), as determined by the closed-cup method of testing. Volatile liquid A liquid which evaporates readily at ambient temperatures. Volatile organic corr~pound(VOC) Any volatile compound of carbon which participates in atmospheric photochemical reactions. For regulatory purpose this may exclude carbon-dioxide, carbon monoxide, carbonic acid, metallic carbides or carbonates, and ammonia carbonate, depending on regulatory body. Volatility The tendency for a liquid to vaporize. Water fog A suspension in the atmosphere of very fine droplets of water, usually delivered at a high pressure through a fog nozzle for use in fire fighting. Water spray A suspension in the atmosphere of water divided into coarse drops by delivery through a special nozzle for use in fire fighting. ,

Work permit A document issued by a responsible person permitting specific work to be done during a specified period in a defined area.

Appendix 2 Diagrams for use by the instructor Print off as handouts or Use for OHP transparencies if suitably enlarged

APPENDIX 2

CHAPTER 1 List of the important staqes in the development of tankers and oil shippinq:

-

carriage of oil in barrels in conventional cargo ships construction of vessels to carry oil in bulk use of longitudinal divisions and transverse bulkheads to form tanks location of machinery aft increase in size to VLCCs and LlLCCs transportation of liquefied gas and chemicals in bulk pollution problems and explosionlfire hazard leading to international controls

- the development of SOLAS and MARPOL - increasing use of training to improve safety and reduce pollution

-

the STCW Convention and Chapter V of that Convention

- the development of double-hull tankers - the implementation of the International Safety Management (ISM) code

Figure 1.1 Important stages in the development of tankers and oil.shipping


List of the im~ortantstaqes in the development of bulk chemical shippinq: -

sea transport of chemicals started with the chemical industries rapid growth in the years after World War Two

-

at first, chemicals were transported in bottles or drums on dry cargo ships; larger quantities were shipped in bulk in the deep tanks of these ships

- as the world's demand for chemicals increased, the need for a new type of seagoing ship became evident - the first chemical tankers were converted war-built American oil tankers (T2 tankers)

- conversion work usually included: -

adding bulkheads to provide more and smaller tanks

-

extending the line system

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

Figure 1.2 Important stages in the development of bulk chemical shipping

APPENDIX 2

List of the important stages in the development of liquefied gas shippinq: - gas shipping began in the late 1920s -

the earliest ships were designed to carry liquefied gas in pressure vessels at ambient temperature

- the first cargoes on the market were butane and propane - development of refrigeration techniques and metals suitable for low

temperature made it possible to carry liquefied gas at temperatures lower than ambient - around 1959, semi-pressurized ships entered the market and liquefied gas

was now transported under lower pressure, which was made possible by lowering the temperature - by 1963, fully refrigerated ships for LPG, LNG and certain chemical gases were

in service, carrying cargo at atmospheric pressure

Figure 1.3

Important stages in the development of liquefied gas shipping


DECK & SIDES CLOSED IN TO FORM SUMMER TANKS

ACCOMMODATION

C€KTRE LONGrrUDlNAL DIVISION

Figure 1.4 Early design of bulk oil carrier

APPENDIX 2

R

16,500 DWT d

100,000 DWT I

250,000 DWT

500,000 DWT

COMPARATIVE SIZES OF TANKERS

Figure 1.5 Development of ships into supertankers (all accommodation and machinery aft)


I

DIVISIONS

Figure 1.6 A typical oil tanker, 1950

Tanker Familiarization

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