This electronic edition is licensed to

New Simulator Center of the Phils.,Inc.

for 1 copy.
© International Maritime Organization
Model course 1.02
SPECIALIZED TRAINING
FOR OIL TANKERS

2006 Edition

ELECTRONIC EDITION

London, 2006

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 Print edition (ISBN: 978-92-801-4230-3) first published in 1999
First published in 1999
by the INTERNATIONAL MARITIME ORGANIZATION
by the INTERNATIONAL MARITIME ORGANIZATION
4 Albert Embankment, London SE1 7SR
4 Albert Embankment, London SE1 7SR
www.imo.org
www.imo.org

Electronic edition 2011

Second edition 2006

Printed in the United Kingdom by CPI Books Limited, Reading RG1 8EX

IMO PUBLICATION
Sales number: ETB102E

ISBN: 978-92-801-4230-3

IMO PUBLICATION
Sales number: TB102E

Copyright © International Maritime Organization 2006

All rights reserved.

No part of this publication may be reproduced,
stored in a retrieval system, or transmitted in any form or by any means,
without prior permission in writing from the
International Maritime Organization.

Copyright © International Maritime Organization 2006

All rights reserved.

No part of this publication may be reproduced,
stored in a retrieval system, or transmitted in any form or by any means,
without prior permission in writing from the
International Maritime Organization.

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Foreword
Since its inception, the International Maritime Organization (IMO) 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 administrations, ports, shipping companies and
maritime training institutes by establishing the World Maritime University in Malmö, Sweden,
in 1983.

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

and Watchkeeping for Seafarers (STCW), 1978, a number of IMO Member Governments
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 implementation of associated Conference and IMO Assembly
resolutions.

In addition, it was appreciated that a comprehensive set of short model courses in various fields
of maritime training would supplement the instruction provided by maritime academies and
allow administrators and technical specialists already employed in maritime administrations,
ports and shipping companies to improve their knowledge and skills in certain specialized
fields. With the generous assistance of the Government of Norway, IMO developed model
courses in response to these generally identified needs and now keeps them updated
through a regular revision process, taking into account any amendments to the requirements
prescribed in IMO instruments and any technological developments in the field.

These model courses may be used by any training institution and, when the requisite financing
is available, the Organization is prepared to assist developing countries in implementing any
course.

E. E. MITROPOULOS
Secretary General

iii

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 Contents
Page

Introduction 1

Part A: Course Framework 7

Part B: Course Outline and Timetable 15

Part C: Detailed Teaching Syllabus 24

Part D: Instructor Manual 73

Appendix to Instructor Manual (Part D)

Appendix 1: Notes on the Construction, Equipment

and Operation of Oil Tankers 129

Appendix 2: Evaluation and Prevention of

Electrostatic Hazards Associated
With Oil Tanker Operations 195

Appendix 3a: Inert Gas Plants – IGS Theory, Requirements 197

Appendix 3b: Inert Gas Plants – IGS Operation 199

Appendix 4: Crude Oil Washing – Implementation

And Operating Procedures 201

Appendix 5: Case Studies of Oil Tanker Accidents 203

Appendix 6: Contingency Planning 223

Appendix 7: Sample Exercise Scenarios for

Liquid Cargo Handling Simulator (Oil)* 233

Appendix 8: Sample Screen Shots of Liquid Cargo Handling Simulator (Oil)* 253

Appendix 9: Definitions 261

Guidance on the Implementation of Model Courses 271

*Note:
The part on the use of simulator is included as a guideline where a simulator is used as a tool
for training under this model course.

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 Introduction
■ Purpose of the model course

The purpose of the IMO model courses is to assist maritime training institutes and their
teaching staff in organizing and introducing new training courses, or in enhancing, updating
or supplementing existing training material where the quality and effectiveness of the training
courses may thereby be improved. The purpose is also to enhance the capabilities of shipboard
personnel who sail on specialized carriers such as an oil tanker. It is not the intention of the
course to compartmentalize the trainee’s way of thinking in terms of tanker operation. The
idea is to make him/her aware of the specialization of operations specific to a tanker and,
sensitize him/her towards the responsibilities that s/he will face on such a vessel.

It is not the intention of the model course programme to present instructors with a rigid
“teaching package” which they are expected to “follow blindly”. Nor is it the intention to
substitute audio-visual or “programmed” material for the instructor’s presence. As in all
training endeavours, the knowledge, skills and dedication of the instructors are the key
components in the transfer of knowledge and skills to those being trained through IMO model
course material.

Because educational systems and the cultural backgrounds of trainees in maritime subjects
vary considerably from country to country, the model course material has been designed to
identify the basic entry requirements and trainee target group for each course in universally
applicable terms, and to specify clearly the technical content and levels of knowledge and skills
necessary to meet the technical intent of IMO conventions and related recommendations.

This course is for Masters, officers and others on board oil tankers who have immediate
responsibilities for the cargo handling in port and care in transit. By successfully doing
this course, the aforementioned shipboard personnel will fulfil the mandatory minimum
requirements of regulation V/1 of STCW 1978, as amended in 1995. The coverage of the model
course is wide in scope and includes oil tanker safety, fire safety measures and systems,
prevention and control of pollution, operational practice and obligations under applicable
laws and regulations, thereby covering all training necessary to apply the provisions of
Annex I of MARPOL 73/78. In addition, the course covers the managerial aspects on board
by including a section on risk assessment and management, as well as contingency planning
that is in line with the ISM Code and the SMS on board.

In order to keep the training programme up to date in future, it is essential that users provide
feedback. New information will provide better training in safety at sea and protection of the
marine environment. Information, comments and suggestions should be sent to the Head of
the STCW and Human Element Section at IMO, London.

■ Use of the model course

Use of 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 the review, and any areas within the detailed syllabus
which may cause difficulties because of differences between the actual trainee entry level

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

and that assumed by the course designers should be identified. To compensate for such
differences, the instructor is expected to delete from the course, or to reduce the emphasis
on, items dealing with knowledge or skills already attained by the trainees. S/he should
also identify any academic knowledge, skills or technical training which they may not have
acquired.

The instructor, using his/her professional judgement, can analyse the detailed syllabus and
the academic knowledge required to allow training in the technical area to proceed. The
instructor can then design the appropriate pre-entry course or, alternatively, insert the elements
of academic knowledge required to support the technical training elements concerned at
appropriate points within the technical course.

Adjustment of the course objective, scope and content may also be necessary if in a country’s
maritime industry the trainees completing the course are to undertake duties which differ
from the course objective specified in the model course.

Within the course plan the course designers have indicated assessment of the time that
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.

■ Lesson plans

After adjusting the course content, if so required, to suit the trainee intake and any revision
of the course objectives, the instructor can then draw up lesson plans based on the detailed
syllabus. The detailed syllabus contains specific references to the textbooks or teaching
material proposed to be used in the course. Where no adjustment has been found necessary
in the acquisition of knowledge and proficiency 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/her presentation of the material.

■ Presentation

The presentation of concepts and methodologies must be repeated in various ways until
testing and evaluating the trainee’s performance and achievements satisfy the instructor, that
the trainee has attained the required proficiency under each specific learning objective or
training objective. The syllabus is laid out in the form of acquiring knowledge, understanding
and proficiency format and each objective specifies what the trainee must be able to do as the
learning or training outcome. Taken as a whole, these objectives aim to meet the knowledge,
understanding and proficiency specified in the appropriate tables of the STCW Code.

■ Implementation

For the course to run smoothly and to be effective, considerable attention must be paid to
the availability and use of:
● Properly qualified instructors
● Support staff

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 INTRODUCTION

● Rooms and other spaces

● Equipment
● Textbooks, technical papers, and
● Other reference material

Thorough preparation on part of the instructor is the key to successful implementation of

the course. IMO has produced a booklet entitled “Guidance on the Implementation of IMO
Model Courses”, which deals with this aspect in greater detail and which is appended to this
model 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.

■ Guidance to course developers and instructors

This specialized oil tanker training course comprises two main parts. These are oil tanker
safety and cargo operations.

The first, oil tanker safety, covers the hazards involved in cargo operations and the systems,
equipment and constructional features of oil tankers that exist to control the hazards.

Cargo operations cover loading and ballasting, including the use of the inert gas system and,
where appropriate, crude oil washing.

These two aspects are necessarily interlinked. One approach to achieving the standard of
competence is through properly supervised on-board training. Where this is the case, and
suitable records are kept, then the extent of the training delivered in the specialized oil tanker
course may reflect this.

Instructors should emphasize in their teaching the hazards involved in the operations on
board oil tankers. They should explain, in as much detail as is necessary to ensure these
operations are undertaken safely, the systems, equipment and constructional features that
exist to control those hazards.

The lessons delivered during the course should be tailored to the needs of the trainees.
Officers with extensive experience on board oil tankers and those who have received guided
instruction on board may need less classroom teaching than those with simply the minimum
sea experience on oil tankers generally.

Instructors should keep in mind that some of the topics in this model course are also
introduced in the model course for the Officer in Charge of a Watch in the function controlling
the Operation of the Ship and Care for the Persons on Board. These topics may therefore be
treated as a revision of earlier learning.

Physical properties of oils and vapours are covered in the Oil Tanker Familiarization model
course and can also be found in the basic physics of the Officer in Charge of a Watch model
course (for both navigation and marine engineering functions); therefore the basic physics in

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Section 2.1 of this model course is a revision and extension of that training. Similarly, entrants
should have completed an approved shore-based fire-fighting course (STCW regulation V/1,
paragraph 1), and hence fire-fighting principles in Section 3.5 are a very brief revision of
this topic.

Ship construction (Sections 1.1, 4.1 and 5.1) and regulatory matters (Sections 1.2 and 4.3)
are also covered in the model course for the Officer in Charge of a Watch in the function
controlling the Operation of the Ship and Care for the Persons on Board. These topics may
similarly be treated as a revision of earlier learning.

A new section each on risk management and contingency planning on tankers has been
included. This Section will include the following:
● Management of Risk on an oil Tanker
● Background
● Definitions
● Risk on an oil Tanker
● Risk Assessment Process
● Risk Management in Practice

The idea is to help the trainees develop a proactive attitude on how to anticipate emergency
and act accordingly.

The part on contingency planning is to make the trainee aware regarding the treatment
of contingencies on board a tanker as a project so that subsequent project management
ensures a professional way of dealing with emergencies right from the strategy, planning to
action stages.

■ Training and 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 to achieve
those standards.

Special training requirements for masters, chief engineer officers, chief mates, second
engineer officers and any person with immediate responsibility for loading, discharging and
care in transit or handling of cargo on oil tankers are detailed in section A-V/1 of the STCW
Code. This model course aims to provide a specialized training programme referred to in
paragraph 2.2 of regulation V/1, appropriate to these duties.

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.

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 INTRODUCTION

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 petroleum and its hazards, safety and pollution
prevention, and concluding with inert gas systems and crude oil washing 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. Against each heading in the detailed teaching syllabus
the teaching guidelines have been divided into:
● Key concepts to be delivered
● Lecture suggestions
● Sample questions

It is envisaged that such micro level division of each heading in the teaching syllabus will give
the instructor, with varied backgrounds around the world, ample guidelines on developing
his/her work plan, as well as the flexibility to adapt keeping in mind the level of the trainees.
Furthermore, additional notes, as well as simulator exercises for instructors who may have
access to a liquid-cargo-handling simulator, have also been provided.

The Convention defines the minimum standards to be maintained in Part A of the STCW
Code. Mandatory provisions concerning Training and Assessment are given in section A-
1/6 of the STCW Code. These provisions cover: qualification of instructors; supervisors as
assessors; in-service training; assessment of competence; and training and assessment
within an institution. A corresponding Part B of the STCW Code contains non-mandatory
guidance on training and assessment.

A separate IMO model course addresses Examination and Assessment of Competence. This
course explains the use of various methods of demonstrating competence and criteria for
evaluating competence as tabulated in the STCW Code and may be helpful in developing any
necessary assessments that can include a form of a written examination. As a further aid to
the instructor therefore, suggestions have been made on how to set a very specific objective-
type question paper for this course. In case a simulator is being used for training pertaining
to this model course, then it is suggested that this form of assessment be independent of the
assessment done on the simulator.

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

■ Responsibilities of Administration

Administrations should make sure that training courses delivered by colleges and academies
are such as to ensure officers completing training do meet the standards of competence
required by STCW regulation V/1 paragraph 2.2.

■ Validation

The Sub-Committee on Standards of Training and Watchkeeping has validated the information
contained in this document for use by technical advisors, consultants and experts for the
training and certification of seafarers so that the minimum standards implemented may be
as uniform as possible. “Validation”, in the context of this document, means that the Sub-
Committee has found no grounds to object its content. The Sub-Committee has not granted
its approval to the document, as it considers that this work must not be regarded as an
official interpretation of the Convention.

In reaching a decision in this regard, the Sub-Committee was guided by the advice of a
validation group comprised of representatives designated by ILO and IMO.

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART A: COURSE FRAMEWORK

Part A: Course Framework

■ Aims

This course provides training for masters, chief engineers, officers and any person with
immediate responsibility for the loading, discharging and care in transit or handling of cargo.
It comprises a specialized training programme appropriate to their duties, including oil tanker
safety, fire safety measures and systems, pollution prevention, operational practice and
obligations under applicable law and regulations. The course takes full account of section
A-V/1 of the STCW Code adopted by the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1978, as amended 1995.

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

■ Objective

Provided they hold an appropriate certificate and are otherwise qualified in accordance with
regulation V/1-2.2 of the International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers, 1978, as amended in 1995, those successfully completing the
course should therefore be able to take immediate responsibility for loading, discharging and
care in transit or handling of cargo on oil tankers. They will make a safer and more effective
contribution to the operation and control of the cargo on a tanker, which will improve the ship
safety and provide greater protection to the environment. In particular, during the course,
there will be:
● Familiarization with the equipment, instrumentation and controls used for cargo
handling on a tanker
● A greater awareness of the need of proper planning, the use of checklists and the
time scales involved in the various cargo handling operations
● An enhanced awareness to apply proper and safe procedures at all times when
carrying out the various operations on board an oil tanker
● An acquisition of experience in identifying operational problems and solving them
● An improvement in the ability to make decisions which promote safety and protect
the marine environment
● An increased ability to plan and co-ordinate actions during emergencies

■ Entry standards

The course is open to seafarers who have completed a shore-based fire-fighting training
course1 approved by the Administration, and who have relevant experience appropriate to
their duties on oil tankers, as stipulated in STCW regulation V/1 paragraph 2.1, and sub-
paragraphs 1.1 or 1.2. The following then is the minimum entry requirement:

1
Refer to section A-VI/3 of the STCW Code.

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● Relevant experience on board a tanker as stipulated by STCW 78 (Regulation V/1,

paragraph 2.1)
● An approved advanced fire-fighting course

■ Course certificate

The specialized oil tanker training programme must be approved by the Administration.
Masters and officers who are qualified in accordance with regulation V/1 paragraphs 1 or
2, as appropriate (that, they have experience appropriate to their duties on tankers, and
complete this training programme), shall be issued with an appropriate certificate.

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

■ Course intake limitations

The number of trainees will not exceed 20 and practical training (including the simulation
exercise, if a simulator is provided) should be taken in small groups not exceeding four
per group.

■ Staff requirements

The instructor shall have appropriate training in instructional techniques and training methods
(STCW Code section A-I/6, paragraph 7). It is recommended that qualified personnel who
are experienced in the handling and characteristics of oil tanker cargoes give all training and
instruction and the safety procedures involved. Staff may be recruited from deck and the
engine departments who have served on board a tanker in a senior capacity and have the
necessary practical experience.

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART A: COURSE FRAMEWORK

STCW 95 training scheme for personnel on oil tankers

General qualification
(STCW chapter II or chapter III)

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

At least 3 months’ approved seagoing

Approved Tanker
service on tankers
Familiarization course
(STCW regulation V/1, paragraph 1.1
(STCW regulation V/1, paragraph 1.2)
and paragraphs 1.3 to 1.6

Experience appropriate to duties

on oil tankers
(STCW regulation V/1, paragraph 2.1)

Specialised oil tanker training programme

(STCW regulation V/1, paragraph 2.2)

Service in positions with the immediate

responsibility for loading, discharging and care
in transit or handling of oil cargoes
(STCW regulation V/1, paragraph 2.1)

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

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

■ Training facilities and equipment

Proper classroom facilities with an overhead projector (OHP) are sufficient for most of the
course. However, dedicated Computer Based Training (CBT) modules to be run on an ordinary
PC, as well as exercises on an operational, hands-on liquid-cargo-handling simulator will
greatly enhance the quality and result of the course. If this is the case, then sufficient PCs
for use by trainees (the number of trainees per PC to be decided by the instructor) will be
required. In addition, a video cassette player will be required in case videos are used in the
teaching programme.

The following equipment should be available:

● Resuscitator
● Breathing apparatus
● Portable oxygen meter
● Portable combustible-gas detector
● Portable interferometer
● Portable toxic-gas detector
● Chemical absorption tubes for toxic-gas detector (for benzene, carbon monoxide,
hydrogen sulphide)
● Tank evacuation equipment

■ Use of simulators

The revised STCW Convention sets standards regarding the performance and the use of
simulators for mandatory training, assessment or demonstration of competence.

The general performance standards for simulators used in training and for simulators used
in assessment of competence are given in section A-1/12. Section B-I/12 provides guidance
on the use of simulators in these activities.

Simulator-based training and assessment is not a mandatory requirement for this oil tanker
training programme. However, it is widely recognized that well-designed lessons and
exercises can improve the effectiveness of training and shorten training times compared to
traditional methods.

If using a simulator-based training, instructors should ensure that the aims and objectives of
these lessons are defined within the overall training programme and that tasks are selected
so as to relate as closely as possible to shipboard tasks and practices. Instructors should
refer to reference R8, section A-I/12, part 2.

10

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART A: COURSE FRAMEWORK

■ Teaching Aids

A1 Instructor’s manual (Part D of the course)

A2 Videos/CDs pertaining to the relevant subject can prove to be a good tool to augment
the delivery of the modular course.

Available from:

VIDEOTEL Marine International Limited

84 Newman Street, London, W1P 3LD, U. K.
Tel: + 44 20 7299 1800
Fax: + 44 20 7299 1818
E-Mail: [email protected]
URL: www.videotel.co.uk

A3 Videos

“Operation and Maintenance of Inert Gas Systems” (Catalogue Code No. 708)
“Crude Oil Washing” (Catalogue Code No. 707)
“Don’t Go Down the …. (Catalogue Code No. 15)
“Over and Under Pressurisation of Tanks” (Catalogue Code No. 533)
“Prevention and Reaction to Marine Oil Spills: Under MARPOL”
(Catalogue Code No. 792)
“Permit to Work” (Catalogue Code No. 621)
“The International Safety Management Code” (Catalogue Code No. 524)

Available from:

INTERTANKO
Bogstadveien 27B
PO Box 5804 Majorstua
N-0308 Oslo
Norway
Tel: +47 22 12 26 40
Fax: +47 22 12 26 41
Email: [email protected]

Video:
“Feeding the Powerhouse of Growth”

A4 CBT Modules

“Tanker Operations I and II”

“Inert Gas Generator”
“Flue Gas Generator”
“SOPEP” (Shipboard Oil Pollution Emergency Plans)

11

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Available from:

Seagull AS
Gamlevein 36, PO Box 1062
N – 3194 Horten, Norway
Tel: + 47 33 03 09 10
Fax: + 47 33 04 62 79
E-Mail: [email protected]
URL: www.seagull.no

A5 PC-Tank

Available from:

Meridian Visual Systems

Rombourne Business Centre
Sophia House, 28 Cathedral Road
Cardiff, CF1 9LJ, U. K.
Tel: + 44 1222 660 141
E-Mail: [email protected]

Where a Liquid Cargo Handling Simulator (Oil) is being used:

Available from:

Applied Research International (ARI)

B – 1, Hauz Khas
New Delhi – 110 016
India
Tel: +91-11-41655123 – 28
Fax: +91-11-26858331
E-Mail: [email protected]
URL: www.ariworld.com

Kongsberg Maritime AS Simulation

Bekkajordet 8A
PO Box 1009
NO-3189
Horten
Norway
Tel: +47 33 03 20 00
Fax: +47 85 02 80 28
E-Mail: [email protected]
URL: www.maritime-simulation.kongsberg.com

12

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART A: COURSE FRAMEWORK

Poseidon Simulation AS
Lufthavnveien 11,
P.O. Box 89,
N-8376 Leknes,
Norway
Tel: +47 76 05 43 30
Fax: +47 76 08 20 06
E-Mail: [email protected]
URL: www.poseidon.no

■ Bibliography (B)

B1 ICS/OCIMF/IAPH, International Safety Guide for Oil Tankers and Terminals. 4th edn.
[London, Witherby and Co. Ltd (32/36 Aylesbury Street, London EC1R 0ET, U.K.), 1996]
(ISBN 1-85609-081-7)
B2 C. Baptist (Captain), Tanker Handbook for Deck Officers. 7th edn. [Glasgow, Brown,
Son & Ferguson Ltd (4-10 Darnley Street, Glasgow, G41 2SD, U.K.), 1991] (ISBN
0-85174-587-3)
B3 ICS/OCIMF, Ship-to-Ship Transfer Guide (Petroleum). 3rd edn. (London, Witherby &
Co. Ltd, 1997) (ISBN 1-85609-097-3)
B4 ICS/OCIMF, Clean Seas Guide for Oil Tankers. 4th edn. (London, Witherby & Co Ltd,
1994) (ISBN 1-85609-2)
B5 ICS, Safety in Oil Tankers [London, International Chamber of Shipping (Carthusian
Court, 12 Carthusian Street, London, EC1M 6EB, U.K.)]
B6 ICS, Guide to Helicopter/Ship Operations. 3rd edn. (London, Witherby & Co. Ltd, 1989)
(ISBN 0-948691-44-1)
B7 L. G. Taylor (Captain), Cargowork. 12th edn. [Glasgow, Brown, Son & Ferguson Ltd
(4-10 Darnley Street, Glasgow, G41 2SD, U.K.), 1992] (ISBN 0-85174-605-5)
B8 INTERTANKO, Intact Stability in Double Hull Tankers, 1996
B9 INTERTANKO, Measures to Prevent Accidental Pollution, 1990
B10 INTERTANKO, Effective Crude Oil Washing
B11 Draeger –Tube Handbook, 11th edition (Drager Sicherheitstechnik GmbH, Revalstrasse
1, D-23560, Lubeck, Germany, 1998) (ISBN 3-926762-06-3)

■ IMO Reference (R)

R1 SOLAS, 1974, Consolidated Edition 1997 (IMO – 110 E)

R2 IMO 2 – International Convention for Prevention of Pollution from Ships, 1973, and
Protocol of 1978 relating to the International Convention for the Prevention of Pollution
from Ships, 1973 (MARPOL 73/78), including the consolidated edition of latest
amendments
R2.1 Annex I of MARPOL 73/78: Regulations for the Prevention of Pollution by Oil
R2.2 Unified Interpretations of the Provisions of Annex I
R3 MARPOL – How to do it?
R4 Inert Gas Systems (IMO – 860 E)
R5 Crude Oil Washing Systems (IMO – 617 E)
R6 International Convention on Civil Liability for Oil Pollution Damage (IMO – 410 E)
R7 Provisions concerning the Reporting of Incidents involving Harmful Substances under
MARPOL 73/78 (IMO – 516 E)

13

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

R8 International Convention on Standards of Training, Certification and Watchkeeping for

Seafarers, 1978/1995
R9 Dedicated Clean Ballast Tanks (IMO – 619 E)
R10 Oily-water Separators and Monitoring Equipment (IMO – 608 E)
R11 International Safety Management Code (ISM Code) (IMO – 186 E)

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

■ Textbooks (T)

T1 J. Hoisaether, Workbook 2 – Safety Training for Officers and Crew on Tankers and
Combination Carriers. (Trondheim, The Ship Research Institute of Norway, 1981)
(ISBN 82-7174-170-5)

14

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART B: COURSE OUTLINE AND TIMETABLE

Part B: Course Outline and Timetable

Minimum requirements for the training of masters and officers on oil
tankers (STCW chapter V, regulation V/1 paragraph 2)
Note:
It is suggested that a relevant liquid cargo-handling simulator (oil) can serve as an efficient
teaching tool. Should such a system be available, then the class/lecture hours should be
adapted to incorporate such without raising the overall duration of the course. Areas that
may be suitable for such a training are indicated with an*.

Approximate time (hours)

S. No Course outline Lectures, demonstrations and
practical work
Knowledge, understanding and proficiency
1 Introduction
(STCW Code, Section A – V/1 paragraph 9)
1.1 Oil tankers 1.0
1.2 International and national regulations concerning oil tankers 1.0
2.0
2 Basic properties of petroleum and its hazards
(STCW Code, Section A – V/1, paragraph 11)
2.1 Basic physics – revision 0.5
2.2 Properties of petroleum 0.5
2.3 Hazards associated with the handling and carriage of
petroleum 0.5
– Toxicity in general 0.5
– Toxicity of petroleum 0.5
– Toxicity of inert gas 0.5
– Oxygen deficiency 1.0
– Flammability and explosiveness 1.0
– Electrostatic hazard 1.0
– Hazard to the marine environment
6.0
3 Safety
(STCW Code, Section A – V/1, paragraph 12/13)
3.1 General precautions 0.5
3.2 Entry into enclosed spaces 1.5
3.3 Precautions against electrostatic hazard 0.5
3.4 Gas indicators 1.5
3.5 Fire-fighting principles – revision 1.0
3.6 Protective equipment 1.0
6.0

15

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Approximate time (hours)

S. No Course outline Lectures, demonstrations and
practical work
Knowledge, understanding and proficiency
4 Pollution prevention
(STCW Code, Section A – V/1 paragraphs 9, 14)
4.1 Ship and equipment 0.5
4.2 Operational pollution 1.0
4.3 Oil Record Book (ORB) 1.0
4.4 Action in case of oil spills 1.0
4.5 Air pollution 0.5
4.0
5 Oil tanker design and equipment
(STCW Code, Section A – V/1, paragraph 10)
5.1 Construction 0.5
5.2 Pumping, piping and discharge arrangements 1.5
5.3 Cargo heating systems 0.5
5.4 Venting arrangements 1.0
5.5 Level gauges 0.5
5.6 Environment protection equipment and slop-tank 4.0
operations*
8.0
6 Oil tanker operations
(STCW Code, Section A – V/1, paragraphs 10, 12)
6.1 General precautions 1.0
6.2 Loading and discharging operations* 3.0
6.3 Ballasting and de-ballasting* 1.0
6.4 Tank cleaning 1.0
6.5 Slop-tank operations 1.0
6.6 Purging and gas-freeing* 1.0
6.7 Ship/shore liaison 1.0
9.0
7 Cargo and ballast pumps
(STCW Code, Section A – V/1, paragraph 10)
7.1 Pump theory and characteristics 1.0
7.2 Pressure surge 1.0
2.0
8 Emergency procedures
(STCW Code, Section A – V/1, paragraph 10)
8.1 Emergency plan 0.5
8.2 Emergency alarms 0.5
8.3 Emergency organization 0.5
8.4 Action on discovering an emergency 0.5
2.0

16

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART B: COURSE OUTLINE AND TIMETABLE

Approximate time (hours)

S. No Course outline Lectures, demonstrations and
practical work
Knowledge, understanding and proficiency
9 Inert Gas Systems (IGS)
(STCW Code, Section A – V/1, paragraphs 10, 12)
9.1 General 0.5
9.2 The inert gas system 0.5
9.3 Inert gas plant 0.5
9.4 Scrubber, inert gas blowers, inert gas pressure-regulating 1.0
valves
9.5 Non-return devices 0.5
9.6 Inert gas distribution and venting 1.0
9.7 Gas-analysing, recording and indicating equipment 0.5
9.8 Operations* 2.0
9.9 Meters, indicators and alarms 0.5
9.10 Emergency procedures 0.5
9.11 Maintenance and testing 0.5
8.0
10 Crude oil washing (COW)*
(STCW Code, Section A – V/1, paragraphs 10, 12)
10.1 Introduction 0.5
10.2 Design of COW systems 1.0
10.3 COW piping 0.5
10.4 Tank washing machines 0.5
10.5 Pumps 0.5
10.6 Stripping systems 0.5
10.7 Operations 1.5
5.0
11 Management of risk on oil tanker
11.1 Background 0.5
11.2 Definitions 0.5
11.3 Risk on oil tankers 1.0
11.4 Risk assessment process 1.0
11.5 Risk management in practice 1.0
4.0
12 Contingency Planning
12.1 General 0.5
12.2 Management 0.5
12.3 Preparation of the contingency plan 1.0
2.0

17

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Approximate time (hours)

S. No Course outline Lectures, demonstrations and
practical work
Knowledge, understanding and proficiency
13 Assessment and Discussion
13.1 Discussion 1.0
13.2 Examination 1.0
2.0
TOTAL 60
Total number of days @ 6 hours per day from 0900 to
1600 with 1 hour lunch break 10 days

18

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 Part B: Course Timetable – example

Teaching staff should note that timetables are suggestions 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 and ability and on the
equipment and staff available for training.

1st Period (1.5 hours) 2nd Period (1.5 hours) 3rd Period (1.5 hours) 4th Period (1.5 hours)
(0900 – 1030 hrs) (1030 – 1200 hrs) (1300 – 1430 hrs) (1430 – 1600 hrs)
Day 1 1.1 Oil tankers 1.2 Int. & national 2.3 Toxicity in general, 2.3 Oxygen deficiency,
(1.0 hour) regulations regarding (0.5 hour) (0.5 hour)
oil tankers
(0.5 hour)
1.2 Int. & national 2.3 Toxicity of 2.3 Flammability and
regulations regarding petroleum, toxicity explosiveness
oil tankers 2.1 Basic physics – revision of inert gas, (1 hour)
(0.5 hour) (0.5 hour) (1.0 hour)

2.2 Properties of petroleum

(0.5 hour)

Day 2 2.3 Electrostatic hazard 2.3 Hazard to the marine 3.2 Entry into enclosed 3.4 Gas indicators
(1.0 hour) environment spaces (1.5 hours)
(0.5 hour) (1.0 hour)
2.3 Hazard to the marine

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

environment 3.1 General precautions 3.3 Precautions against
MEAL BREAK (1200 – 1300 hrs)

(0.5 hour) (0.5 hour) electrostatic hazard

(0.5 hour)
3.2 Entry into enclosed
spaces
(0.5 hour)

19
PART B: COURSE OUTLINE AND TIMETABLE
 20
1st Period (1.5 hours) 2nd Period (1.5 hours) 3rd Period (1.5 hours) 4th Period (1.5 hours)
(0900 – 1030 hrs) (1030 – 1200 hrs) (1300 – 1430 hrs) (1430 – 1600 hrs)
Day 3 3.5 Fire-fighting 3.6 Protective equipment 4.2 Operational 4.4 Action in case of oil spills
principles – revision (0.5 hour) pollution (1 hour)
(1 hour) (0.5 hour)
4.1 Ship & equipment 4.5 Air pollution
3.6 Protective equipment (0.5 hour) 4.3 Oil Record Book (0.5 hour)
(0.5 hour) (1.0 hour)
4.2 Operational pollution
SPECIALIZED TRAINING FOR OIL TANKERS

(0.5 hour)

Day 4 5.1 Construction 5.2 Pumping, piping 5.4 Venting 5.6 Environment protection
(0.5 hour) & discharge arrangements equipment and slop-tank
arrangements (0.5 hour) operations
(0.5 hour) (1.5 hours)
5.2 Pumping, piping
& discharge 5.5 Level gauges
arrangements 5.3 Cargo heating systems (0.5 hour)
(1 hour) (0.5 hour) MEAL BREAK (1200 – 1300 hrs)
5.6 Environment
5.4 Venting arrangements protection

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

(0.5 hour) equipment and
slop-tank operations
(0.5 hour)
 1st Period (1.5 hours) 2nd Period (1.5 hours) 3rd Period (1.5 hours) 4th Period (1.5 hours)
(0900 – 1030 hrs) (1030 – 1200 hrs) (1300 – 1430 hrs) (1430 – 1600 hrs)
Day 5 5.6 Environment 5.6 Environment protection 6.2 Loading & 6.2 Loading & discharging
protection equipment equipment and slop- discharging operations
and slop-tank tank operations operations (1.5 hours)
operations (0.5 hour) (1.5 hours)
(1.5 hours)
6.1 General precautions
(1.0 hour)

Day 6 6.3 Ballasting & de- 6.4 Tank cleaning 6.6 Purging and gas- 6.7 Ship/shore liaison
ballasting (0.5 hour) freeing (0.5 hour)
(1.0 hour) (1.0 hour)
6.5 Slop-tank operations 7.1 Pump theory & characteristics
(1 hour) 6.7 Ship/shore liaison (1 hour)
MEAL BREAK (1200 – 1300 hrs)
(0.5 hour)

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

21
PART B: COURSE OUTLINE AND TIMETABLE
 22
1st Period (1.5 hours) 2nd Period (1.5 hours) 3rd Period (1.5 hours) 4th Period (1.5 hours)
(0900 – 1030 hrs) (1030 – 1200 hrs) (1300 – 1430 hrs) (1430 – 1600 hrs)
Day 7 7.2 Pressure surge 8.2 Emergency alarms 9.1 General 9.4 Scrubber, inert gas blowers
(1.0 hour) (0.5 hour) (0.5 hour) and gas pressure regulating
valves
(1.0 hour)
8.1 Emergency plan 8.3 Emergency 9.2 The inert gas
(0.5 hour) organization system
SPECIALIZED TRAINING FOR OIL TANKERS

(0.5 hour) (0.5 hour) 9.5 Non-return devices

(0.5 hour)
8.4 Action on discovering 9.3 Inert gas plant
an emergency (0.5 hour)
(0.5 hour)
Day 8 9.6 Inert gas distribution 9.8 Operations 9.8 Operations 9.11 Maintenance and testing
& venting (1.5 hours) (0.5 hour) (0.5 hour)
(1 hour)
9.9 Meters, indicators & 10.1 Introduction
9.7 Gas-analysing, MEAL BREAK (1200 – 1300 hrs) alarms (0.5 hour)
recording and (0.5 hour)
indicating equipment
10.2 Design of COW systems
(0.5 hour)

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

9.10 Emergency (0.5 hour)
procedures
(0.5 hour)
 1st Period (1.5 hours) 2nd Period (1.5 hours) 3rd Period (1.5 hours) 4th Period (1.5 hours)
(0900 – 1030 hrs) (1030 – 1200 hrs) (1300 – 1430 hrs) (1430 – 1600 hrs)
Day 9 10.2 Design of COW 10.5 Pumps 10.7 Operations 11.2 Definitions
systems (0.5 hour) (1 hour) (0.5 hour)
(0.5 hour)
10.6 Stripping systems 11.1 Background 11.3 Risk on oil tankers
10.3 COW piping (0.5 hour) (0.5 hour) (1.0 hour)
(0.5 hour)
10.7 Operations
10.4 Tank washing (0.5 hour)
machines
(0.5 hour)
Day 10 11.4 Risk assessment 11.5 Risk management 12.3 Preparation of the 13.1 Discussion
process in practice contingency plan (0.5 hour)
(1 hour) (0.5 hour) (0.5 hour)
13.2 EXAMINATION
MEAL BREAK (1200 – 1300 hrs)
11.5 Risk management 12.1 General 12.3 Preparation of the (1 hour)
in practice (0.5 hour) contingency plan
(0.5 hour) (0.5 hour)

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

12.2 Management
(0.5 hour) 13.1 Discussion
(0.5 hour)

23
PART B: COURSE OUTLINE AND TIMETABLE
SPECIALIZED TRAINING FOR OIL TANKERS

Part C: Detailed Teaching Syllabus

■ Specialized Training for Oil Tankers – Introduction

The detailed teaching syllabus is presented as a series of knowledge, understanding and

proficiency to be acquired. 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 expected of the trainee in the tables that follow.

In order to assist the instructor, references are shown to indicate IMO references and
publications, textbooks and teaching aids that instructors may wish to use in preparing and
presenting their lessons.

The material listed in the course framework has been used to structure the detailed teaching
syllabus; in particular,
● Teaching Aids (indicated by A)
● Bibliography (indicated by B)
● IMO references (indicated by R), and
● Textbooks (indicated by T)

Will provide valuable information to instructors. The abbreviations used are:

● App. Appendix
● Art. Article
● Pa. Paragraph
● Reg. Regulation
● Sec. Section

The following are examples of the use of references:

“A1” refers to the Instructor Manual in Part D of this model course
“R2” refers to MARPOL 73/78 Consolidated Edition
“T1” refers to Workbook 2 – Safety Training for Officers and Crew on Tankers and
Combination Carriers

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.

24

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

1 Introduction (1.5 hours) STCW Code A2

Sec. A – V/1,
pa. 9
1.1 Oil tankers (1 hour)
.1 defines: R2.1 A1
– oil tanker Reg. 1 (4)
– crude oil tanker Reg. 1 (29)
– product carrier Reg. 1 (30)
– combination carrier Reg. 1 (5)
.2 describes combination carriers as oil/bulk/ore (OBO) or B1 A1
oil/ore (O/O) carriers
.3 identifies and describes an OBO and an O/O carrier from B1 A1
cross-sectional diagrams
.4 explains the purpose of and differences between OBO and B1 A1
O/O carriers
.5 describes the LOT procedures B1 A1
.6 describes the features of a double-hull tanker B1 A1
.7 describes the features of a mid-deck design tanker B1 A1
.8 explains the principle of hydrostatic balance loading B1 A1

1.2 International and national regulations R8-STCW

concerning oil tankers (1 hour) Code Sec.
A-V/1
.1 states that shipping activities are of international nature and R1; A1
that the international forum for maritime and therefore for R2.1
shipping matters is IMO
.2 states that the IMO has drawn up conventions which affect R1; A1
ships R2.1
.3 states that the conventions directly affecting ships and R1; R2 A1
shipping activities are the conventions SOLAS 1974 as R2.1
amended, MARPOL 73/78 as amended and STCW 78 as
amended in 1995; and states their full title
.4 states that the countries that are party to the above R2.1 A1
conventions have the provisions of those Conventions
incorporated into their national laws
.5 states that oil tankers are affected by the above conventions R1 A1
either through the laws of the Flag State or the Port State
.6 states that compliance with the structural requirements R1, R8 A1
of SOLAS is certified by means of Cargo Ship Safety
Construction Certificate with the oil tanker Supplement
.7 states that compliance with the equipment requirements R8 A1
of SOLAS is certified by means of Cargo Ship Safety
Equipment Certificate with the oil tanker Supplement
.8 states that a Safety Management System in compliance R8, R11 A1, A3
with the ISM Code must be in place on board all tankers of
500 GT and upwards

25

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.9 states that construction and equipment requirements under R1, R11 A1

MARPOL 73/78 is certified by means of International Oil
Pollution Prevention Certificate with Supplement B
.10 states that Flag States are responsible for the issuance of R2.1 A1
the certificates but may appoint another agency on their
behalf
.11 states that, in many ports, oil tanker operations are R1, R2.2 A1
governed by local regulations
.12 states that the Port State authorities may verify compliance A1
with the aforementioned Conventions, including ILO
Conventions (ILO 147)
.13 states that oil tankers have the potential to cause marine R1 A1
and/or coastal pollution
.14 states that the owner of the ship is liable for clean-up costs R2.1 A1
and other damages
.15 states that a number of maritime countries, party to the CLC R6 A1
and Fund Conventions (69/92; 71/92) require a ship owner
to be insured against such damages
.16 states that the proof of insurance is the Certificate of R6 A1
Insurance or other Financial Security in respect of Civil
Liability or other Financial Security in respect of Civil Liability
for Oil Pollution Damage, which is issued by Flag State
under the provisions of the Convention
.17 states that the Convention limits the ship owners liability for R6 A1
oil pollution damage in accordance with the tonnage of the
ship
.18 states that an owner cannot limit his/her liability if an oil R6 A1
pollution incident occurred as a result of his/her fault

2 Basic properties of petroleum and its hazards

(5.5 hours)

2.1 Basic physics (0.5 hour)

.1 describes the three states of matter A1
.2 defines melting, sublimation, evaporation, melting point and A1
boiling point
.3 describes surface tension, adhesion, cohesion, hydrostatic A1
pressure, miscibility, solubility and diffusion as these terms
apply to liquids
.4 defines the viscosity and saturated vapour pressure of A1
liquids
.5 describes diffusion, pressure and miscibility as applied to A1
gases/vapour
.6 defines the critical pressure and temperature of gases A1
.7 describes the structure of atoms and molecules A1
.8 states that a negatively charged body has an excess of A1
electrons
.9 states that a positively charged body has a shortage of A1
electrons

26

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.10 states that similarly charged bodies repel each other and A1
oppositely charged bodies attract each other
.11 describes induction and how the induction of an electrode A1
may cause it to become charged
.12 describes how a charged electrode may be discharged A1
.13 states that a discharge releases energy which may cause a A1
spark

2.2 Properties of petroleum (0.5 hour)

.1 states that crude petroleum as discharged at the well head B7 A1
is a mixture of a large number of different hydrocarbon
molecules
.2 states that the molecules are termed ‘light’ or ‘heavy’ B7 A1
according to the number of carbon atoms in the molecule
.3 states that the boiling point of the constituent compounds B7 A1
range from –162°C (methane) to a value in excess of 140°C
.4 states that the composition of petroleum depends on the B7 A1
source
.5 states that crude oil is a mixture of hydrocarbons ranging B7 A1
from those which are partly gaseous under normal
atmospheric conditions to those which are liquid and solid
.6 states that crude oil is split into fractions in an oil refinery B7 A1
process termed as ‘distillation’
.7 states that heavy fractions (containing a large number of B7 A1
carbon atoms) can be split into lighter fractions (containing a
smaller number of carbon atoms) by means of an oil refinery
process termed as ‘cracking’
.8 states that each petroleum fraction has a range of physical B7 A1
properties specific to itself
.9 defines the volatility of petroleum as the tendency of crude B7 A1
oil or an oil product to produce gas
.10 states that volatility is characterised by the vapour pressure B7 A1
.11 states that the true vapour pressure (TVP) of a petroleum B7 A1
mixture is difficult to measure, but that a correlation exists
between TVP and Reid vapour pressure (RVP), which is
relatively easy to measure
.12 states that the carriage of petroleum and petroleum B7 A1
products in bulk poses health and environmental hazards

2.3 Hazards associated with the handling and

carriage of petroleum (5 hours)
Toxicity in general (0.5 hour)
.1 states that poisoning may occur orally, through inhalation or B1 A1
by skin contact
.2 states that poisoning may be acute or chronic B1 A1
.3 states that the toxicity of a substance is difficult to B1 A1
measure and that it is therefore rated on the basis of
studies performed on animals and extrapolated from the
human body

27

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.4 lists and describes the criteria by which toxicity is measured B1 A1

and expressed
Toxicity of petroleum (0.5 hour)
.5 describes the effects of ingesting petroleum B1
.6 describes the effects of petroleum on the skin and in the B1
eyes
.7 states that the main effects of petroleum gas on persons B1 A1
and the complications it may cause
.8 describes the symptoms of narcosis B1 A1
.9 states that the toxicity of petroleum gas varies widely, B1 A1
depending on its main hydrocarbon constituents
.10 lists typical toxic constituents of petroleum gas B1 A1
.11 describes the threshold limit value (TLV) that is generally B1 A1
accepted for petroleum gas
.12 states that this TLV must NOT be taken as applicable to gas B1 A1
mixtures containing benzene or hydrogen sulphide
.13 states that the human body can tolerate a concentration B1 A1
above TLV for short periods
.14 explains why: B1 A1
– the absence of a smell of gas is insufficient guarantee of
its absence
– a combustible gas indicator cannot be expected to
measure TLV accurately
.15 states that leaded gasoline is considerably more toxic than B1 A1
unleaded gasoline if ingested or absorbed through the skin
but there is little difference between toxicity of vapours of
leaded and unleaded petroleum
Toxicity of inert gas (0.5 hour)
.16 states that the main hazard associated with inert gas is its B1 A1
low oxygen content, but that it may also contain toxic gases
.17 lists the main toxic constituents of inert gas B1 A1
.18 describes the fate of the nitrogen oxides in fresh flue gas B1 A1
.19 states that nitrogen dioxide is more toxic than nitric oxide B1 A1
.20 states that: B1 A1
– the sulphur dioxide content depends on the sulphur
content of the fuel oil and on the efficiency of the
scrubber
– the carbon monoxide content depends on combustion
conditions
.21 states that NOX and SOX are now regulated by Annex VI of B1 A1
MARPOL 73/78
Oxygen deficiency (0.5 hour)
.22 states that oxygen content of air is 21% by volume but may B1 A1
be lower in enclosed spaces
.23 explains the reasons for a lower oxygen content B1 A1
.24 explains why reliance should not be placed on symptoms for B1 A1
indicating an oxygen-deficient atmosphere

28

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.25 states that persons have varying susceptibility to oxygen B1 A1

deficiency but that all will suffer if the oxygen content drops
below 16% by volume
.26 states that if oxygen is less than 21% atmosphere may B1 A1
be extremely dangerous unless it is known which gas has
replaced the oxygen
.27 describes the symptoms that appear when the oxygen B1 A1
content decreases
Flammability and explosiveness (1 hour)
.28 states that liquids cannot burn unless flammable vapours B1 A1
are emitted
.29 defines flashpoint B1 A1
.30 describes the combustion process for hydrocarbons B1 A1
.31 describes flammable range, lower flammable limit (LFL) and B1 A1
upper flammable limit (UFL)
.32 explains the fire tetrahedron B1 A1
.33 states that hydrocarbon gas may not be evenly distributed B1 A1
within a space
.34 describes the determination of flashpoint B1 A1
.35 explains why the flashpoint determined by the open-cup B1 A1
(o.c.) test is somewhat higher that that determined by the
closed-cup (c.c.) test
.36 states that for many safety related rules, a division has B1 A1
been made between hydrocarbon liquids with a flashpoint
of 60°C and above and those with a flashpoint below that
temperature
.37 identifies a flammability composition diagram and with the B1 A1
aid of the diagram describes the effects of:
– gas-freeing
– purging
– purging and gas-freeing of cargo tanks
.38 lists as source of ignition: B1 A1
– open fires
– naked lights
– sparks from accidents, work or tools
– electrostatic discharges
.39 describes the process of gas evolution in a tank B1 A1
.40 lists causes for this gas to be expelled from a tank B1 A1
.41 explains the dangers of gas dispersion for the ship’s B1 A1
accommodation and terminal jetties
.42 states that the dispersion of air/vapour mixtures to be below B1 A1
LFL is speeded up by strong winds
Electrostatic hazards (1 hour)
.43 explains what charge separation is and when it occurs B1 A1
.44 explains that no hazard exists if the different materials B1 A1
remain in contact and immobile relative to one another
.45 states that a large voltage differential develops after charge B1 A1
separation

29

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.46 explains the creation of an electric field B1 A1

.47 describes the charge separation within a conductor in an B1 A1
electrostatic field
.48 describes the process of charge relaxation and factors B1 A1
relevant to relaxation
.49 states that highly conductive materials can retain their B1 A1
charge if insulated by a poor conductor
.50 states that an electrical breakdown between two points, B1 A1
giving rise to a discharge, depends on the strength of the
electrostatic field between the points
.51 states that a field strength of 3000 KV per meter is sufficient B1 A1
to cause the breakdown of air or petroleum gases
.52 states that field strength near protrusions is greater than B1 A1
the overall field strength, and that a discharge may occur
between a protrusion and the space around it or between a
protrusion and another object nearby
.53 states that single-electrode discharges are unlikely to lead to B1 A1
explosions on tankers
.54 gives examples of two-electrode discharges and describes B1 A1
when these discharges may cause ignition
.55 describes the instantaneous release of energy with respect B1 A1
to:
– conductors
– liquid non-conductors
– solid non-conductors
– intermediate liquid & solid non-conductors
.56 explains when liquids are considered to be non-conductors B1 A1
.57 defines and lists static accumulator oils B1 A1
.58 explains the function of anti-static additives B1 A1
.59 explains why all distillates must be treated as static B1 A1
accumulator oils unless they contain anti-static additives
.60 lists the processes giving rise to charges within distillates B1 A1
.61 explains the electrostatic hazards of equipment permanently B1 A1
mounted in the upper part of a tank, and the measures to
minimize the hazards
.62 explains how operations can cause a charged mist to B1 A1
develop within a tank
.63 explains the dangers of introducing steam, inert gas or B1 A1
carbon dioxide into a charged atmosphere
Hazards to the marine environment (1 hour)
.64 explains the damage the oil causes to the marine A1
environment as a result of blanketing, ingestion by sea
organisms and the deterioration of amenities
.65 explains the meaning of toxic load A1
.66 explains that it is when the toxic load, of an area, is A1
exceeded after an incident that causes harm to the marine
environment

30

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.67 explains that oil can interfere with other legitimate uses A1
of the sea (water inlets, fish farming, fishing industry and
coastal tourism)
.68 explains that oil tankers can introduce oil into the sea: A1
– in port, as a result of:
– leaking hoses or loading arms
– overflow from tanks
– equipment failure
– improperly set sea valves
– at sea, as a result of:
– stranding or collision
– lightering operations
– tank washing and line flushing
– de-ballasting
– thermal expansion of oil in tanks or piping
.69 states that pollution as a result of stranding and collision A1
constitutes a minor part, and operational pollution the major
part, of marine pollution by oil
.70 describes the causes of air pollution A1
.71 states that air pollution is now covered under Annex VI of A1
MARPOL 73/78
.72 states that the Baltic Sea Area is now a special area under A1
Annex VI

3 Safety (6 hours) STCW Code

Sec. A-V/1 pa.
12, 13
3.1 General precautions (0.5 hour)
.1 explains the desirability of eliminating both flammable R8 B1, B5 A1
atmospheres and sources of ignition, but that this is not
always possible
.2 lists pump-room and tank deck as possibly having R8 B1, B5 A1
flammable atmospheres and the accommodation as
possibly having ignition sources
.3 explains that the accommodation should therefore be kept R8 B1, B5 A1
free of flammable gases
.4 explains that the pump-room, cargo deck, deck stores, R8 B1, B5 A1
forecastle, centre castle, dry cargo holds etc. should be kept
free ignition sources
.5 states that inert gas increases the safety from fire and R8 B1, B5 A1
explosion but does not obviate the need for precautions
.6 describes the danger of mixing bunkers with volatile cargo R8 B1, B5 A1
.7 states that smoking may only be permitted at times and R8 B1, B5 A1
in places specified by the Master and that additional
restrictions may apply in port
.8 states that matches and lighters may only be used in R8 B1, B5 A1
designated smoking areas and may not be carried in places
where hydrocarbon vapours may be encountered

31

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.9 states that naked lights and open flame are prohibited in R8 B1, B5 A1
places where hydrocarbon vapours may be encountered
.10 explains that care should be taken to ensure the integrity of R8 B1, B5 A1
pump-room lighting, and describes the precautions to be
taken if additional lighting is required
.11 states that portable and permanent notices prohibiting R8 B1, B5 A1
smoking and naked lights should be conspicuously
exhibited
.12 describes the special precautions for galleys and galley R8 B1, B5 A1
personnel
.13 lists electrical and electronic equipment which should not R8 B1, B5 A1
be permitted on tank decks or other areas where flammable
gas may be encountered
.14 explains precautions to be taken before hammering, sand- R8 B1, B5 A1
blasting or using power tools
.15 explains the dangers of non-inerted tanks R8 B1, B5 A1
.16 lists the precautions to be taken when hot work is to be R8 B1 A1
undertaken in a cargo tank
.17 states that periodic gas tests should be carried out during R8 B1 A1
the work
.18 lists the precautions for hot work on pipes R8 B1 A1
.19 describes the permits required for work alongside a jetty R8 B1 A1
involving hot work or electrical equipment
.20 states that no maintenance, dismantling or modification R8 B1 A1
should take place at a tanker berth without written
permission from the terminal manager

3.2 Entry into enclosed spaces (1.5 hours)

Pump-rooms
.1 explains that the ship’s SMS requires special procedures to B1 A1
be followed if entering an enclosed space
.2 explains why pump-room constitutes a special hazard B1 A1
.3 lists the sources of leakage of hydrocarbon vapour as B1 A1
pump-seals, valve glands, drain cocks and mud boxes
.4 explains measures to minimize pump-room hazards B1 A1
.5 explains why outlet ducts should permit the removal of B1 A1
hydrocarbon vapours from the bottom of the pump-room
.6 lists the precautions for entering pump-rooms B1 A1
.7 states that the pump-room lifeline and harness should B1 A1
be rigged ready for immediate use, and that approved
breathing apparatus and resuscitation equipment should be
available in an accessible location
Cargo tanks
.8 states that no one should enter a cargo tank unless their B1 A1
entry is sanctioned by a responsible officer
.9 lists the precautions to be taken for entering a cargo tank B1 A1

32

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

Cofferdam, double bottom or other enclosed space

.10 state that the same precautions apply as for entering cargo B1 A1
tanks
.11 states that toxic gas must be suspected to be present in B1 A1
spaces into which volatile petroleum may have leaked

3.3 Precautions against electrostatic hazard

(0.5 hour)
.1 lists precautions for using equipment in a flammable IMO 1 B1 A1
atmosphere where electrostatic hazard exists
.2 states that non-conductive equipment may be used, IMO 1 B1 A1
provided natural fibre ropes are used
.3 states that no special precautions are necessary within IMO 1 B1 A1
metal pipes
.4 states that no special precautions are necessary in an inert IMO 1 B1 A1
atmosphere
.5 states that high electrostatic potentials are present in an IMO 1 B1 A1
inert atmosphere because of particulates in suspension
.6 states that if there is reason to doubt that the atmosphere is IMO 1 B1 A1
inert the above precautions also apply
.7 states that metal floats do not present a hazard, provided IMO 1 B1 A1
they are earthed by means of conductive guide wires
.8 lists the precautions to be taken when loading and IMO 1 B1 A1
discharging static accumulator oils in non-inerted tank
atmospheres

3.4 Gas indicators (1.5 hours)

.1 describes the operating principle of: B1, B11 A1
– a catalytic-filament combustible-gas indicator
– a non-catalytic heated-filament gas indicator
– a refractive index meter
– chemical indicator tubes
– an oxygen meter with paramagnetic sensors
– an oxygen analyser with electrolytic sensor
– an oxygen analyser with selective chemical absorption
liquid
.2 correctly carries out instrument-check procedures and gas B1, B11 A1
measurements, using the above gas indicators
.3 explains why a catalytic-filament combustible-gas indicator B1, B11 A1
is unsuitable for measuring hydrocarbon vapours in an inert
atmosphere

3.5 Fire-fighting principles – revision (1 hour)

.1 lists the methods of controlling a fire as: B1 A1
– removal of oxygen (smothering)
– cooling
– inhibition of burning process

33

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.2 states that: B1 A1
– removal of oxygen can be achieved by foam or inert gas
– cooling is best effected by water (spray or fog)
– inhibition of the burning process is effected by chemical
dry powder
.3 describes water as fire-extinguishing agent and states that: B1 A1
– it is readily available
– it has an effective cooling action
– it should not be used on oil fires as a jet, but as a spray
or fog
– it should not be directed towards electrical equipment
.4 describes foam as a fire-fighting agent and states that: B1 A1
– there are high-, medium- and low-expansion foams
– it has a limited cooling effect
– it should not come into contact with electrical equipment
– various foam concentrates are incompatible with each
other
– foam concentrates deteriorate with time
.5 describes carbon dioxide as a fire-fighting agent and states B1 A1
that:
– it is an excellent smothering agent
– it must be used in conditions where it is not diffused, i.e.
in enclosed spaces
– it may generate static electricity and should not be
injected into explosive atmospheres
– personnel should have left the space into which carbon
dioxide is to be injected
.6 states that when HALON was used as a fire extinguishing B1 A1
agent, there were two types:
– Halon 1211 – used in portable extinguishers
– Halon 1301 – used in fixed extinguishers
.7 states that HALON as a fire-fighting agent has been de- B1 A1
commissioned under the Montreal Protocol
.8 states that under IMO guidelines, as of 01.1.1994 HALON B1 A1
has been prohibited on new ships built after this date
.9 states that for existing installations IMO has not set a B1 A1
deadline as all Halon use on board will eventually be de-
commissioned based on the de-commissioning of Halon
ashore
.10 states that there are regulations for the protection of cargo B1 A1
tanks, the cargo tank deck area and pump-rooms
.11 states that: B1 A1
– the protection of cargo tank deck area shall be achieved
by a fixed deck foam system
– the protection of cargo tanks shall be achieved by a fixed
inert gas system

34

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.12 states that protection of the pump-room shall be achieved B1 A1

by:
– a CO2 system,
– a high-expansion foam system, or
– a fixed pressure water-spraying system
.13 states that pump-room protection systems must be B1 A1
operated from a position outside the pump-room
.14 states that some tankers may be exempted from the inert B1 A1
gas requirements owing to the size or age
.15 states that an inert gas system is required on all new tankers B1 A1
and most existing tankers of 20,000 dwt and above

3.6 Protective equipment (1 hour)

.1 acts as a member of a team and takes charge of team A1
exercises with:
– tank evacuation equipment
– resuscitation equipment
– SCBA

4 Pollution prevention (4 hours) STCW Code

Sec. A-V/1
pa. 9
4.1 Ship and equipment (0.5 hour)
.1 states that an oil tanker must comply with constructional R1, R2.2, R7 B7, B9 A1
requirements with respect to:
– segregated ballast capacity
– slop-tank capacity
– limitation of tank size
– survival capability in case of damage
– overboard piping arrangements
– emergency towing arrangements
.2 states that an oil tanker must have approved equipment for: R1, R2.2, R7 B7, B9 A1
– monitoring and controlling discharges of oil and oil/water
mixtures into the sea
– establishing the oil/water interface in slop-tanks
.3 states that the ship and its equipment shall be maintained in R1, R2.2, R7 B7, B9 A1
satisfactory condition
.4 states that different requirements may apply to certain oil R1, R2.2, R7 B7, B9 A1
tankers such as:
– oil tankers engaged in specific trades
– oil tankers having special ballast arrangements
– oil tankers carrying asphalt or similar cargoes
– oil tankers trading within special areas or within 50 miles
of the nearest land
– vessels engaged in alternate crude oil/product transport
.5 states that such different requirements are reflected in the R1, R2.2, R7 B7, B9 A1
IOPP Certificate

35

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

4.2 Operational pollution (1 hour)

At sea
.1 states that load-on-top (LOT) procedures are normally R7 A1
allowed on oil tankers
.2 states that the discharge provisions applicable to oil must R7 A1
be complied with
.3 states that, when discharge into the sea in compliance with R7 A1
the discharge provisions is not possible, oil and oily mixtures
should be discharged to shore reception facilities
.4 states that reception facilities require notice, including R7 A1
information on produce and quantity
.5 states that the Masters must send a report to the Flag State R7 A1
in case of any inadequacies observed regarding reception
facilities
.6 states that sea surface and discharge outlets must be R7 A1
observed when discharging ballast or decanting slop-tanks
.7 states that the surface of clean or segregated ballast must R7 A1
be observed prior to discharge
.8 states that the pumps must be running before opening sea R7 A1
inlets to prevent pipeline contents polluting the sea
In port
.9 states that: A1
– moorings must be kept adjusted when a ship is
alongside to prevent the ship from ranging
– oil/water levels must be watched in cargo and slop-tanks
when handling ballast or cargo
– over side discharge scuppers must be plugged when
handling cargo or ballast, or when bunkering
– sea valves must be closed and secured during cargo
work
– a watch must be kept both at the manifold and when
patrolling the deck
– hoses and loading arms must be drained before
disconnecting
– after tank and pipe stripping, the residues should be A1
discharged by means of the small-diameter line (if fitted)

4.3 Oil Record Book (ORB) (1 hour)

.1 states that the ship is provided with an ORB R2.2, R7 A1
.2 states that the format of ORB is uniform and that all R2.2, R7 A1
operations involving oil and oily mixtures should be
recorded, where possible in coded entries
.3 states that, where the use of coded entries is not possible, R2.2, R7 A1
entries should be recorded in English or French in addition
to the national language (Flag State)
.4 explains that coded entries and the use of English or French R2.2, R7 A1
are to facilitate inspection by foreign authorities

36

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.5 states that foreign authorities may ask to inspect the book R2.2, R7 A1
and have copies of entries certified as true entries by the
master, and that the ship is required to co-operate in these
matters
.6 states that ORB must be kept on board in a readily available R2.2, R7 A1
location and must be preserved for a period of three years
following the date of last entry

4.4 Action in case of oil spills (1 hour)

At sea
.1 states that all oil spills must be reported R6, R7 A1
.2 states that the initial report must be sent to the nearest R6, R7 A1
coastal State as soon as possible and by the fastest
telecommunication means available
.3 lists the contents of initial report as: R6, R7 A1
– name of ship
– frequency or radio channel guarded
– name, address and contact details of owner and
representative
– type of ship
– date and time (UTC) of the incident
– description of the incident, including damage sustained
– ship’s position, course, speed, as appropriate at time of
incident
– type of oil involved
– other cargo carried
.4 states that a follow-up report should be sent as further R6, R7 A1
details become available
In port
.5 lists the following actions to be taken: IMO 1, A1
– duty officer to shut down pumping and close valves from IMO 8
which oil is escaping
– duty officer to call master and chief officer
– duty officer to alert engine room and if necessary have
them pressurise the fire main
– chief officer to prepare fire-fighting gear if necessary
– Master to inform terminal
– if the spill is on deck, chief officer to organize treatment
with absorbent material

4.5 Air pollution (0.5 hour)

.1 explains that air pollution may be caused by inert gas or B1 A1
hydrocarbon gas finding their way into the atmosphere
because of:
– breathing or venting of loaded tanks
– purging or gas-freeing operations
– loading or ballasting cargo tanks

37

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.2 states that now air pollution is covered under Annex VI of B1 A1

MARPOL 73/78
.3 states that Baltic Sea Area is a special area under Annex VI B1 A1
of MARPOL 73/78
.4 states that some ports have specific regulations (other than B1 A1
stated above) prohibiting or limiting air pollution
.5 states that air pollution prevention measures may take the B1 A1
form of:
– on board ship procedures to contain vapour and inert
gas
– the use of vapour return lines
.6 describes containment procedures as being the B1 A1
displacement of vapour and gas from tanks being filled
(i.e. ballasted) to tanks being emptied (i.e. discharged), using
common vent piping as the gas-transfer line
.7 explains that the tank atmosphere pressure must be B1 A1
watched since the rate of ballasting is unlikely to equal the
rate of discharging
.8 recognizes special procedures apply when loading or B1 A1
discharging using vapour emission control systems

5 Oil tanker design and equipment (8 hours) STCW Code

Sec. A-V/1
pa. 10
5.1 Construction (0.5 hour)
Safety considerations
.1 states that an oil tanker can be divided into fore part, tank R1, R7 B7, B8 A1
area and after part, and the tank area is separated, from fore
and after parts, by means of cofferdams
.2 states that accommodation spaces, main cargo control R1, R7 B7, B8 A1
stations and service spaces must be positioned aft of the
tank area, but that some exceptions to this rule are possible
.3 states that the navigation bridge may be fitted above the R1, R7 B7, B8 A1
tank area where necessary, but that there must be an open
space between the navigation bridge and the cargo tank
deck
.4 states that means must be provided to keep deck spills R1, R7 B7, B8 A1
away from the accommodation
.5 states that entrances, air inlets and openings to R1, R7 B7, B8 A1
accommodation, service spaces and control stations shall
not face the cargo area
.6 states that windows and side scuttles facing the cargo area R1, R7 B7, B8 A1
and for some distance away from the cargo area on each
side must be of non-opening type
.7 states that special requirements have been laid down for the R1, R7 B7, B8 A1
fire integrity of bulkheads and decks of oil tankers
.8 states that oil tanker design will change in future as double- R1, R7 B7, B8 A1
hull phasing in has commenced
.9 states that double-hull phase in is being effected under IMO R1, R7 B7, B8 A1
regulations as well as OPA 90

38

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.10 states that double-hull phase in is dependent on the year of R1, R7 B7, B8 A1
build of the ship and that by 2015 all tankers will be double-
hulled
.11 states that under IMO rules the alternative mid-deck design R1, R7 B6 A1
is also acceptable
.12 explains the merits and demerits of double hull and mid R1, R7 B6 A1
deck tanker designs
.13 draws the cross section of: R1, R7 B6 A1
– double hull tanker
– mid-deck tanker
.14 states that as per revised Annex I of MARPOL 73/78, from R1, R7 B6 A1
2007 the pump-room will have a double bottom protection
Environmental considerations
.15 defines segregated ballast tank (SBT) R2.2 B6 A1
.16 describes which oil tankers must be provided with SBT R2.2 B6 A1
.17 describes that the capacity and distribution of SBT must be R2.2 B6 A1
such that:
– ballast is sufficient for all but severe weather conditions
– at all stages of the voyage, the ship is trimmed by stern
with the propeller submerged
.18 states that product tankers of 40,000 tonnes DWT and R2.2 B6 A1
above built before 1980 may, in lieu of SBT, operate with
dedicated clean ballast tanks (CBT)
.19 states that crude oil tankers of 40,000 tonnes DWT and R2.2 B6 A1
above built before 1980 may, in lieu of SBT, be equipped
and operated with a crude oil washing (COW) system
.20 defines CBT R2.2 B6 A1
.21 states that capacity requirements of CBT are similar to those R2.2 B6 A1
of SBT
.22 explains how SBT and CBT contribute towards the R2.2 B6 A1
protection of the marine environment
.23 lists the advantages of SBT over CBT R2.2 B6 A1
.24 explains how COW contributes towards the protection of the R2.2 B6 A1
marine environment
.25 states that crude oil tankers of 20,000 tonnes DWT and R2.2 B6 A1
above built after 1979 must be provided with and operate a
COW system in addition to SBT
.26 states that oil tankers may have been provided with SBT R2.2 B6 A1
even if not required to do so, but the capacity need not
necessarily comply with the international requirements
.27 states that, on tankers built after 1979, the location of SBT R2.2 B6 A1
offers protection to some extent against oil spills caused by
stranding or collision
.28 states that subdivision and stability requirements for oil R2.2 B6 A1
tankers are intended to provide survival capability in case of
stranding or collision damage
.29 states that there are requirements with respect to the R2.2 B6 A1
number and minimum capacity of slop-tanks

39

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.30 states that the applicability of some IMO requirements R2.2 B6 A1

depends on the age or size of the oil tanker
.31 states that all of the above requirements apply equally to R2.2 B6 A1
combination carriers
.32 states that there are additional requirements for combination R2.2 B6 A1
carriers concerning slop-tanks and cargo lines in wing tanks
.33 states that tankers aged 5 years and over are subject to an R2.2 B6 A1
enhanced survey programme

5.2 Pumping, piping and discharge arrangements

(1.5 hours)
.1 describes an oil tanker’s cargo system R2.2 B2 A1
.2 explains the difference between a free-flow tanker and a R2.2 B2 A1
pipeline tanker
.3 explains the advantages and limitations of the free-flow R2.2 B2 A1
system
.4 states that: R2.2 B2 A1
– pipeline systems on board tankers differ in their degree
of sophistication, depending on employment of the
tanker
– ULCC and VLCC have relatively simple pipeline system
– some product (parcel) tankers may have very
sophisticated pumping and piping system
.5 states that all oil tankers require a high overboard line, R2.2 B2 A1
enabling discharge above the waterline
.6 describes the ‘stripping system’ R2.2 B2 A1
.7 states that stripping is essential to reduce cargo residues in R2.2 B2 A1
tanks and pipelines
.8 states that stripping system is important to handle tank R2.2 B2 A1
draining when tank washing
.9 states that not all tankers have separate stripping systems R2.2 B2 A1
.10 states that large crude oil tankers need to have a means R2.2 B2 A1
of emptying pump lines and discharging the residues via a
special small-diameter pipeline
.11 describes: R2.2 B2 A1
– a gate or sluice valve
– a butterfly valve
– a non-return valve
– an angle stop valve
.12 explains that a pressure-relief valve is needed only for R2.2 B2 A1
positive displacement pumps and in the discharge of
the pump
.13 explains that the pressure-relief valve re-circulates the oil R2.2 B2 A1
into the suction side of the pump
.14 explains that a non-return valve is fitted on the discharge R2.2 B2 A1
side of the pump to prevent oil flowing back when the pump
stops

40

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.15 explains why many deep-well pumps do not have non-return R2.2 B2 A1
valves
.16 describes an eductor with the aid of a drawing R2.2 B2 A1
.17 explains that an eductor is frequently used for discharging R2.2 B2 A1
ballast and stripping tank-washing slops

5.3 Cargo heating systems (0.5 hour)

.1 lists oils which may require heating as: B2 A1
– bitumen
– heavy lubricating oils
– high pour-point gas oils
– heavy fuel oils
– some crude oils
.2 states that steam heating coils are generally used for heating B2 A1
cargo tanks
.3 states that steel heating coils suffer serious corrosion attack B2 A1
from crude oil cargoes but may be used for cargoes of
lubricating oil
.4 explains why wing tanks generally require more steam than B2 A1
cargo tanks
.5 states that bitumen requires far more heat than other oils B2 A1
and may therefore only be carried in special ships
.6 states that slop-tanks are heated to facilitate the separation B2 A1
of water and oil

5.4 Venting arrangements (1 hour)

.1 states that petroleum gas is expelled from cargo tank vents R1 B1 A1
during many cargo handling and associated operations
.2 states the importance of such gases being sufficiently R1 B1 A1
dispersed to prevent the creation of flammable gas mixtures
.3 states that there can be flammable gas concentrations R1 B1 A1
external to cargo tanks in the case of volatile cargoes with a
high vapour pressure
.4 lists a few examples of such cargoes and situations which R1 B1 A1
lead to gas evolution
.5 explains gas evolution and venting during loading R1 B1 A1
.6 lists other operations leading to venting of gas R1 B1 A1
.7 explains gas dispersion and variables affecting gas R1 B1 A1
dispersion
.8 states that wind can assist in gas dispersion R1 B1 A1
.9 states that the venting system of cargo tanks is entirely R1 B1 A1
distinct from such systems in other compartments of the
ship
.10 states that venting arrangements may be independent for R1 B1 A1
each cargo tank or combined with those for other tanks
.11 states that, in the latter case, means are provided to isolate R1 B1 A1
each cargo tank

41

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.12 states that venting system must be provided with devices to R1 B1 A1

prevent the passage of flame into the cargo tanks
.13 states that provisions must be made to guard against liquid R1 B1 A1
rising in the venting system to a height which would exceed
the design head of the cargo tanks
.14 states that such provision shall include high-level alarms or R1 B1 A1
overflow control systems, together with gauging devices
and tank-filling control procedures
.15 states that the height of vent openings must be not less than R1 B1 A1
2 meters above the deck
.16 states that distances above deck and away from openings R1 B1 A1
are dependent on the fitting of high-velocity vents
.17 states that PV valves must be fitted R1 B1 A1
.18 explains the reason for, and the functioning of PV valves R1 B1 A1
.19 explains, with the aid of a drawing, the functioning of purge R1 B1 A1
pipes
.20 states that as per SOLAS amendments, tankers carrying R1 B1 A1
petroleum products require secondary means of venting
.21 states that the above amendment is applicable to tankers R1 B1 A1
that carry petroleum products with a flashpoint less than
60°C or crude oil
.22 explains the secondary means of venting R1 B1 A1
.23 explains vapour recovery line construction arrangements as R1 B1 A1
per MARPOL Annex VI

5.5 Level gauges (0.5 hour)

.1 describes, with aid of drawing, the operating principle of: A1
– mechanically operated float gauges
– electrically powered servo-operated gauges
– electrical capacitance gauges
– bubbler gauges
– pneumatic or hydraulic level gauges using a closed cell
– other differential-pressure-type gauges
– ultrasonic and sonic gauges
– radioactive gauges
– surface-sensing-type-gauges
.2 describes the terms ‘accuracy’ and ‘repeatability’ and the A1
factors influencing both

5.6 Environmental protection equipment (4 hours)

In case a simulator is provided, training for Sec. 5.6 can be
done on a simulator (suggested Ex.6, 7)
.1 states that compliance with discharge provisions is further R2.1, R10 B4 A1
ensured by an oil discharge monitoring and control system
.2 describes what the system must be able to do R2.1, R10 B4 A1
.3 describes the meaning of starting interlock R2.1, R10 B4 A1
.4 describes the effects of malfunctioning of the system R2.1, R10 B4 A1

42

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.5 states that the malfunctioning equipment should be repaired R2.1, R10 B4 A1

before the next ballast voyage
.6 states how long records must be maintained R2.1, R10 B4 A1
.7 states that any failure or malfunctioning of the equipment R2.1, R10 B4 A1
must be recorded in the oil record book
.8 lists the different principles involved in measuring oil content R2.1, R10 B4 A1
as ultraviolet fluorescence, turbidity measurement, light
absorption, gas measurement and infra-red absorption
.9 lists the advantages and disadvantages of the principles R2.1, R10 B4 A1
involved
.10 states that effective LOT procedures depend on R2.1, R10 B4 A1
determination of the oil/water interface in slop-tanks and
other factors
.11 explains, with the aid of drawing, the operating principle of a R2.1, R10 B4 A1
portable oil/water interface detector

6 Oil tanker operations (9 hours) STCW Code

Sec. A-V/1 pa.
10, 12
6.1 General precautions (1 hour)
Superstructure
.1 lists operations during which openings in the superstructure B1 A1
should be closed
.2 describes measures to prevent flammable gas entering the B1 A1
ventilation system
.3 describes measures taken to adjust the air-conditioning B1 A1
system
.4 explains that precautions are also necessary when tankers B1 A1
conduct cargo- and ballast-handling, purging, gas-freeing or
tank-cleaning operations in adjacent berths
.5 states that the number of crafts coming alongside should be B1 A1
kept to a minimum
.6 states that all cargo tank lids should be closed and secured B1 A1
during the operations referred to under objective 6.1.1
.7 describes what must be done with respect to sighting and B1 A1
ullage ports, cargo vent outlets and high-velocity vents
.8 states that covers of tank-washing openings should only B1 A1
be removed from those tanks in which tank-cleaning or
gas-freeing operations are taking place
.9 states that the lids of SBT should be kept closed when B1 A1
cargo or ballast is handled, to prevent the drawing in of
flammable gas
Pump-rooms B1
.10 states that tanks or lines containing petroleum should not be B1 A1
drained into the pump-room bilges
.11 states that the pump-room ventilation system must be in B1 A1
operation throughout cargo handling

43

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

Cargo hoses
.12 states that: B1 A1
– the provision of hoses is the responsibility of the
terminal, but the master may reject a hose that appears
to be defective
– lifting bridles and saddles should be provided to support
all hoses, and excessive weight on the ship’s manifold is
to be avoided
.13 states that an insulating flange (or an insulating length of B1 A1
hose) should be fitted
.14 explains that: B1 A1
– metal on the seaward side of the insulation should be
electrically continuous to the ship
– metal on the landward side of the insulation should be
electrically continuous to the shore

6.2 Loading and discharging operations (3 hours)

In case a simulator is provided, training for Sec. 6.2 can be
done on a simulator (suggested Ex.3)
.1 explains how volume of oil on board can be determined by B8 A1
means of soundings or ullage measurements and calibration
tables
.2 explains that, in order to calculate the cargo lifted, the oil B8 A1
volume must be converted to weight by multiplication by its
specific gravity (density at 15°C in vacuum)
.3 defines specific gravity (density at 15°C in vacuum) B8 A1
.4 explains that relative density depends on temperature B8 A1
.5 states that information on relative density used by the B8 A1
terminal is based on the standard temperature of 60°F
.6 states that an alternative scale of the weight/volume ratio B8 A1
that is used in the oil industry is the API scale
.7 defines the API scale B8 A1
.8 lists units commonly used in the oil industry: B8 A1
– for volume as:
– cubic feet
– cubic meters
– barrels (of 42 US gallons)
– for weight as:
– tonnes of 1000 Kg
– tonnes of 2000 lbs
– tonnes of 2240 lbs
.9 states that tables are available for converting the different B8 A1
units in order to calculate weights

44

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.10 calculates: B8 A1
– the mass of full cargo to be lifted, given deadweight
scales, loading and discharge port, length of voyage,
ballast fuel, stores and consumption
– the volume of cargo that can be lifted, given the relative
density or API at 60°F and the cargo temperature
– whether bending, hogging, and sheering stresses are
within acceptable limits, given the load distribution and
appropriate graphs
.11 states that the loading and discharging plan must take into B8 A1
account the ship’s stability
.12 states that an emergency shutdown procedure must be B8 A1
agreed upon between ship and terminal
.13 explains that loading should initially be by gravity B8 A1
.14 explains the checks to be carried out after pumps have been B8 A1
started
.15 states that, when discharging is about to begin, the shore B8 A1
valves to receiving tanks must be opened before the tanker’s
manifold valves are opened
.16 explains that special measures are necessary when pressure B6 A1
might exist in the shore line and no check valves are fitted
.17 explains the danger of line blowing and the precautions to B6 A1
be taken
.18 states that special procedures apply for ship-to-ship B6 A1
transfers

6.3 Ballasting and de-ballasting (1 hour)

In case a simulator is provided, training for Sec. 6.3 can be
done on a simulator (suggested Ex.3)
.1 states that ballast quantity is at the discretion of the master R2.1 B1, B8 A1, A5
.2 describes considerations affecting ballast quantity and the R2.1 B1, B8 A1, A5
tanks to be used
.3 states that due account should be taken of stress forces R2.1 B1, B8 A1, A5
when choosing ballast tanks and while ballasting or de-
ballasting is in progress
.4 lists additional considerations influencing ballast quantity R2.1 B1, B8 A1, A5
as lightening operations, passing under bridges, berth
constraints and draught requirements for fairway/channels
.5 states that ballasting and de-ballasting often take place in R2.1 B1, B8 A1, A5
stages, such as:
– at the discharge terminal
– during sea passage
– when heavy weather is expected
– prior to arrival in loading port
– at the loading terminal
.6 explains that ballasting operations whilst alongside should R2.1 B1, B8 A1, A5
be discussed with the terminal prior to commencement
.7 states that, in earlier times, ballast was always taken into R2.1 B1, B8 A1, A5
cargo tanks

45

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.8 states that, at a later period, tankers were provided with R2.1 B1, B8 A1, A5
segregated ballast capacity for coming alongside and
leaving the jetty
.9 explains that, on oil tanker provided with SBT or operating R2.1 B1, B8 A1, A5
with CBT, there may be reasons for taking additional ballast
in cargo tanks
.10 describes CBT operations during a normal tanker voyage in R2.1 B1, B8 A1, A5
general terms
.11 states that CBT operations appropriate to a ship are R2.1 B1, B8 A1, A5
contained in an approved Dedicated Clean Ballast Tank
Operation Manual
.12 states that, if no SBT or CBT capacity has been provided, R2.1 B1, B8 A1, A5
or if additional ballast is required, ballast must be taken into
dirty cargo tanks
.13 states that this will constitute dirty ballast R2.1 B1, B8 A1, A5
.14 states that the discharge of dirty ballast is subject to R2.1 B1, B8 A1, A5
discharge provisions
.15 lists the discharge provisions for oil and oily mixtures from R2.1 B1, B8 A1, A5
the cargo-tank area of all oil tankers
.16 states that the discharge provisions do not apply to clean R2.1 B1, B8 A1, A5
ballast or to segregated ballast
.17 defines clean ballast R2.1 B1, B8 A1, A5
.18 describes the change of ballast at sea in compliance with R2.1 B1, B8 A1, A5
the discharge requirements
.19 states that the ballast change is necessary to arrive in the R2.1 B1, B8 A1, A5
loading port with clean ballast
.20 states that LOT procedures result in oily water collecting in R2.1 B1, B8 A1, A5
the slop-tanks
.21 states that more stringent discharge provisions apply in R2.1 B1, B8 A1, A5
certain sea areas, called special areas
.22 lists the special areas under Annex I of MARPOL 73/78 as: R2.1 B1, B8 A1, A5
– Antarctic Area
– Baltic Sea Area
– Mediterranean Sea
– Black Sea
– Gulf Area
– Gulf of Aden Area
– Red Sea
– North-West European Waters
.23 states that under the revised Annex I of MARPOL 73/78, R2.1 B1, B8 A1, A5
likely to be in force from 1st January 2007, Oman Sea Area
will also be declared as a special area
.24 states that more areas can be declared as special areas in R2.1 B1, B8 A1, A5
the future
.25 states that only clean and segregated ballast may be R2.1 B1, B8 A1, A5
discharged within special areas
.26 states that, on ships equipped with COW system, ballast R2.1 B1, B8 A1, A5
should not be put into cargo tanks unless these have been
crude oil washed

46

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.27 describes COW operations R2.1 B1, B8 A1, A5

.28 states that, in view of explosion hazards, COW must take R2.1 B1, B8 A1, A5
place in an inerted tank atmosphere
.29 lists as explosion hazards: R2.1 B1, B8 A1, A5
– the use of high capacity washing machines
– the uncontrolled evolution of gas
.30 states that some crude oils are unsuitable for COW R2.1 B1, B8 A1, A5
.31 states that tanks which have been crude oil washed require R2.1 B1, B8 A1, A5
additional water washing before taking in clean ballast
.32 states that a description of the COW system on board and R2.1 B1, B8 A1, A5
of the correct operation of the system are contained in an
approved COW Operations and Equipment Manual
.33 states that all ballast – segregated, clean and dirty – should R2.1 B1, B8 A1, A5
be discharged above the waterline
.34 lists the conditions in which discharge is permitted below R2.1 B1, B8 A1, A5
the waterline
.35 states that particular care must be taken when ballasting R2.1 B1, B8 A1, A5
some double hull tankers due to possible loss of stability

6.4 Tank cleaning (1 hour)

.1 lists the reason for tank washing as cleaning cargo tanks A1
for the next cargo, cleaning cargo tanks for clean ballast,
sludge control, tank entry for repairs, or dry-docking
.2 describes tank cleaning with: A1
– cold water
– hot water
– chemicals
.3 states that tank cleaning produces large quantities of oil- A1
contaminated water
.4 states that the volume of water may be reduced if tanks A1
have first been crude oil washed
.5 describes tank washing with portable and fixed machines A1
.6 describes movements of single- and multiple-nozzle A1
machines
.7 states that tank washing stirs up oily residues within a tank, A1
thereby generating hydrocarbon gas
.8 states that tank washing also causes electrostatic hazards A1
as a result of water mist, water slugs and introduction into
the tanks of portable tank-washing machines

47

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.9 states that, because of the factors described in objectives A1

6.4.7 and 6.4.8, the tank atmosphere should be made safe
against explosions and that:
– this could be done by washing tanks in a too-lean, a
too-rich or an inert atmosphere
– it is difficult to maintain a too-rich atmosphere
– if the ship is so equipped, tank washing should be done
in an inert atmosphere
– an inert atmosphere is imperative if using high-capacity
washing machines, crude oil washing, or washing in the
re-circulation mode
.10 states that tank washing water should be transferred to the A1
slop-tank
.11 describes tank washing with the open-cycle and closed- A1
cycle (re-circulation) modes
.12 lists the precautions to be taken when tanks must be A1
washed in an uncontrolled atmosphere

6.5 Slop-tank operations (1 hour)

.1 describes why slop-tanks are essential for effective LOT R2.1 B2, B4 A1
procedures
.2 states that oil tankers require one or two slop-tanks, R2.1 B2, B4 A1
depending on the size of the vessel
.3 states that, during changing of ballast, the slop-tanks R2.1 B2, B4 A1
receive the oily part of the dirty ballast
.4 with the aid of a drawing, explains slop-tank operations with R2.1 B2, B4 A1
one or two slop-tanks during tank washing and decanting
.5 states that slop-tank fills rapidly during open-cycle tank R2.1 B2, B4 A1
washing, but that during closed-cycle tank washing the level
of the slop-tank also rises
.6 explains this rise in level R2.1 B2, B4 A1
.7 states that slop-tanks can be heated for better separation of R2.1 B2, B4 A1
oil and water
.8 states that decanting operations come under the discharge R2.1 B2, B4 A1
requirements
.9 explains why, if LOT procedures have been properly R2.1 B2, B4 A1
executed, the slop-tank should contain oil, emulsion and
water upon arrival in the loading port
.10 states that a cargo of crude oil may be loaded on top of the R2.1 B2, B4 A1
contents of the slop-tank
.11 describes what is decanting R2.1 B2, B4 A1

6.6 Purging and gas-freeing (1 hour)

In case a simulator is provided, training for Sec. 6.6 can be
done on a simulator (suggested Ex.4)
.1 lists the reasons for gas-freeing as tank washing, tank entry B1 A1
or repairs
.2 defines gas-freeing as the replacement of hydrocarbon B1 A1
vapour or inert gas by air

48

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.3 explains that accommodation openings should be closed B1 A1

when purging or gas-freeing
.4 explains that hydrocarbon gas remains inside a tank after B1 A1
cargo discharge
.5 explains that such vapours may be mixed with inert gas in B1 A1
IGS-fitted ships or with air in ships not fitted with an IGS
.6 states that there is no explosive atmosphere in an inerted B1 A1
tank
.7 explains why atmosphere should never be allowed to come B1 A1
within the flammable range when gas-freeing an inerted tank
.8 defines purging with inert gas as replacing the hydrocarbon B1 A1
vapours with inert gas
.9 explains, with the aid of a flammability composition B1 A1
diagram, how purging will prevent a flammable atmosphere
developing within a tank
.10 explains how gas-freeing a non-inerted tank will result in the B1 A1
tank atmosphere being in the explosive range for some time
.11 states that gas-freeing is done by portable fans or fixed B1 A1
ventilating systems
.12 states that the IGS is used for purging and may also be used B1 A1
for gas-freeing
.13 states that gas-freeing may take place through displacement B1 A1
or mixing
.14 describes both methods in general terms B1 A1
.15 defines a gas-free tank B1 A1
.16 explains why a tank atmosphere may become dangerous B1 A1
again if ventilation is discontinued
.17 states that the inert gas supply must be blanked off or the B1 A1
valve closed in the branch piping to a gas-free tank
.18 lists the general safety precautions applicable when gas- B1 A1
freeing

6.7 Ship/shore liaison (1 hour)

.1 lists the information to be provided by the terminal for B1 A1
loading and for discharging
.2 lists the information to be provided by the tanker for loading B1 A1
and for discharging
.3 states that an operational agreement should be made in B1 A1
writing before loading or discharging
.4 lists and explains the subjects to be covered by the loading B1 A1
and discharging plan
.5 describes pre-loading tank inspection, and the limitations B1 A1
when surveyors cannot enter a tank
.6 states that: B1 A1
– reliable ship/shore communications are essential
– both parties should therefore establish, agree in
writing and maintain reliable primary and stand-by
communications system

49

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.7 states that, when different grades of oil are handled, their B1 A1

names and description should be clearly understood by
both parties
.8 states that ship/shore safety checklist should be completed B1 A1
jointly by ship and shore staff
.9 generally describes the checklist and explains the reason B1 A1
and relevance of the check items

7 Cargo and ballast pumps (2 hours) STCW Code

Sec. A-V/1
pa. 10
7.1 Pump theory and characteristics (1 hour)
.1 states that the suction action of a pump is really A1
atmospheric pressure pushing the liquid into the inlet side of
the pump
.2 explains that for that reason a pump could in theory draw A1
up liquid to a height which equals atmospheric pressure, i.e.
approximately 10 meters
.3 states that, in practice, the situation is less favourable and A1
that the height of 10 meters is decreased by the combined
effects of:
– net positive suction head (NPSH) of the pump
– line resistance
– true vapour pressure
– vertical distance between pump and suction
.4 states that these combined effects may nullify atmospheric A1
pressure
.5 explains that, if the combined effects exceed 10 meters, the A1
liquid being pumped will boil
.6 explains how low vapour pressure of the liquid being A1
pumped will improve suction
.7 explains how positive trim of the ship will improve suction A1
.8 explains how a full tank increases suction A1
.9 states that decreasing the pumping rate will decrease NPSH A1
and the line resistance, thereby increasing suction
.10 explains that the discharge pressure will fluctuate when the A1
liquid boils
.11 states that the phenomenon causes cavitation within the A1
pump
.12 states that starting a centrifugal could cause a rush of liquid A1
through the discharge piping, leading to excessive line
resistance
.13 explains that for that reason a centrifugal pump must be A1
started against a closed discharge valve, and for electrically-
driven pumps the starting current will be too high resulting in
an automatic shut down
.14 identifies a graph showing the characteristics of a centrifugal A1
pump
.15 explains the meaning of head A1

50

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.16 explains the different curves on the graph and their mutual A1
relationship
.17 explains the meaning of NPSH A1
.18 explains the meaning of ‘design point’ A1
.19 explains that the actual discharge rate also depends on A1
static and dynamic backpressure of the shore installation
.20 draws a typical Q-H curve and a shore installation curve A1
.21 explains that long shore piping of small dimensions would A1
mean a steep shore installation curve
.22 shows how a Q-H curve can be drawn for two pumps A1
running in parallel
.23 shows how the discharge rate of such pumps is affected by A1
steep and near-horizontal shore installation curves
.24 explains that with steep shore installation curves there may A1
be little if any advantage in letting more than one pump
discharge into the shore system
.25 explains the danger of running two or more pumps in A1
parallel if their characteristics are not exactly the same or if
the pumps are running at different speeds
.26 derives the discharge rate of the pump, using a Q-H curve A1
and a shore installation curve
Practical aspects
.27 explains why a stripping pump must be self-priming A1
.28 lists the main types of cargo pumps and explains the A1
advantages of deep-well pumps
.29 describes the working of a centrifugal pump A1
.30 describes the difference between a simplex pump and a A1
duplex pump
.31 states that reciprocating pumps are fitted with three gauges, A1
and describes the function of each gauge
.32 states that reciprocating pumps are self-priming A1
.33 explains why such pumps are not of high capacity A1
.34 describes the working of centrifugal pump A1
.35 states that centrifugal pumps: A1
– are generally used as cargo pumps
– are not self-priming
– may be driven by steam turbine, by electricity or by
direct drive diesel motor
.36 states that: A1
– the speed of turbine driven pumps can be varied by
adjusting the steam supply to the turbine
– a turbine driven pump has a tachometer in addition to
the three gauges
– electrically driven pumps may be designed to run at
constant speed
– an electrically driven pump has a volt and ampere meter
to indicate power and load in addition to the three
gauges

51

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.37 states that centrifugal pumps are capable of being driven at A1

high speed, that the cargo cools the pump and that loss of
suction entails the danger of overheating and fire
.38 describes the working of a rotary positive displacement A1
pump, explaining that such pumps are self priming
.39 explains why such pumps are not in general use on board oil A1
tankers
.40 describes the working of a screw pump, explaining that A1
such pumps are self-priming
.41 states that screw pumps are capable of being driven at high IMO 2.1 A1
speed
.42 explains why few oil tankers are equipped with screw pumps IMO 2.1 A1
.43 explains the products for which screw pumps are suitable IMO 2.1 A1

7.2 Pressure surge (1 hour)

.1 explains how a pressure surge occurs B1 A1
.2 describes what may be the result of a pressure surge B1 A1
leading to excessive pressure stresses
.3 lists the three pressure components in liquid being pumped B1 A1
.4 explains how the rapid closure of a valve can superimpose B1 A1
an additional pressure on the liquid
.5 describes the effects closing the valve will have: B1 A1
– downstream
– upstream
– at the pump
.6 describes the pressures to which the pump is subjected B1 A1
.7 states that 2L/a is known as the pipeline period B1 A1
.8 defines L as the length of piping and a as the speed of B1 A1
sound in the liquid
.9 states that the system is liable to serious pressure surges if B1 A1
valve closure time is equal to or less than the pipeline period
.10 explains why long pipelines are more liable to pressure B1 A1
surges and that valve closure times must be adjusted
accordingly
.11 states that offshore moorings are liable to have long B1 A1
pipelines
.12 lists measures to prevent pressure surges as: B1 A1
– a reduction in the linear flow rate
– an increase in the effective valve closure time

8 Emergency procedures (2 hours) STCW Code

Sec. A-V/1
pa. 14
8.1 Emergency plan (0.5 hour)
.1 states that every oil tanker greater than 150 tonnes must R2.1 B1, B6 A1
have an oil pollution emergency plan

52

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.2 states that planning and preparation are essential for dealing R2.1 B1, B6 A1
successfully with emergencies arising from oil spillages,
fires, explosions, personnel affected by petroleum and other
calamities, 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
.3 explains how towing hawsers must be rigged when the ship R2.1 B1, B6 A1
is alongside

8.2 Emergency alarms (0.5 hour)

.1 describes the different alarms used in cases of emergencies A1
such as:
– general emergency
– fire alarm
– CO2 alarm
.2 states that other important alarms are: A1
– inert gas alarm
– high-level alarm
– engine room alarms
– bridge alarms
– accommodation alarms
– galley alarms

8.3 Emergency organization (0.5 hour)

.1 states the need for an emergency organization and lists the B1, B6 A1
main components of the organization as:
– a command centre located in a normally safe position
on the vessel, with communication equipment readily
available
– an alternative emergency position to be identified if the
normal command centre cannot be occupied
– a senior officer identified as being in control during the
emergency, with another senior officer being identified as
his/her deputy
– an emergency team formed under the control of crew
members to take action as directed from the command
centre
– a second emergency team formed to assist the
emergency team as necessary
– an engineering team formed under the control of a senior
engineer
.2 states the need for realistic drills to be undertaken B1, B6 A1
periodically

53

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

8.4 Action on discovering an emergency (0.5 hour)

.1 states that if an emergency occurs the immediate action B1 A1
must be to:
– raise the alarm
– provide information to the command centre as to the
location and nature of the emergency
– shut down all cargo operations and close valves
– remove all craft from alongside

9 Inert Gas Systems (IGS) (8 hours)

9.1 General (0.5 hour)

.1 describes which oil tankers must be provided with an IGS R1, R2.1, R4 A1, A3, A4, A5
.2 lists exceptions to this requirement R1, R2.1, R4 A1, A3, A4, A5
.3 states that oil tankers with COW must always be provided R1, R2.1, R4 A1, A3, A4, A5
with an IGS
.4 defines inert gas R1, R2.1, R4 A1, A3, A4, A5
.5 describes the effect of inert gas with the aid of a R1, R2.1, R4 A1, A3, A4, A5
flammability composition diagram
.6 states that cargo tanks of oil tankers fitted with an IGS R1, R2.1, R4 A1, A3, A4, A5
should be in a non-flammable condition at all times
.7 states that, in order to maintain the cargo tanks in a non- R1, R2.1, R4 A1, A3, A4, A5
flammable condition, the system is required to:
– inert empty cargo tanks
– be operative during cargo and ballast handling
– purge tanks prior to gas-freeing
– top up pressure in cargo tanks when necessary
.8 states that some refined products, such as certain aviation R1, R2.1, R4 A1, A3, A4, A5
fuels, release oxygen into ullage space of an inerted tank

9.2 The inert gas system (0.5 hour)

.1 describes the inert gas system as consisting of three distinct R4 A1, A3, A4, A5
parts, which:
– produce the inert gas
– cool and clean the gas
– distribute the gas
.2 describes good quality inert gas from the generating plant R4 A1, A3, A4, A5
as containing:
– nitrogen (77% by volume)
– carbon dioxide (13% by volume)
– oxygen (4% by volume)
– water (5% by volume)
and small quantities of undesirable by-products such as
nitrogen oxides, sulphur dioxide, carbon monoxide and soot
particles

54

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.3 states that the gas is cooled and cleaned in the scrubber, R4 A1, A3, A4, A5
where:
– undesirable by-products and water are removed from it
– its temperature is reduced to approximately 30°C
.4 states that the inert gas must be kept under positive R4 A1, A3, A4, A5
pressure to prevent the ingress of air
.5 states that the distribution system takes the inert gas to the R4 A1, A3, A4, A5
cargo tanks
.6 explains why precautions must be taken to prevent a R4 A1, A3, A4, A5
backflow of gas from the cargo tanks to the generating plant
.7 lists the main dangers of malfunctioning as: R4 A1, A3, A4, A5
– a rise in the oxygen content of the gas
– a drop in the supply pressure
– insufficient cooling and cleaning in the scrubber
– backflow of hydrocarbon gas to the generating plant

9.3 Inert gas plant (0.5 hour)

.1 lists the main sources of inert gas in an oil tanker as: R4 A1, A3, A4, A5
– the main and auxiliary boilers (flue gas)
– an independent inert gas generator
– a gas turbine plant with an afterburner
.2 states that the main purpose of the plant is to produce a R4 A1, A3, A4, A5
good quality, inert gas with low oxygen content (i.e. 5% by
volume or less)
.3 states that: R4 A1, A3, A4, A5
– in the case of flue gas, the quality of the inert gas
depends on the boiler load
– in port, the boiler load depends mainly on the number of
cargo pumps in service
– if the discharge rate has to be reduced, a way to
increase the boiler load may have to be found
– this may be achieved by circulating seawater through
appropriate piping by means of the ballast pump
– boiler load may in many ships also be increased by
dumping steam directly to the condenser
.4 states that inert gas is let into the system by means of the R4 A1, A3, A4, A5
inert gas uptake valve or valves
.5 explains considerations for selecting the location of the flue- R4 A1, A3, A4, A5
gas uptake point
.6 explains considerations with respect to material and R4 A1, A3, A4, A5
arrangements of the uptake valves
.7 explains considerations with respect to material and R4 A1, A3, A4, A5
arrangements of the piping

9.4 Scrubber, IG blowers, IG pressure regulating

valves (1 hour)
.1 describes the working of the scrubber with the aid of a R1, R4 A1, A3, A4, A5
drawing

55

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.2 states that the construction of the scrubber should allow for R1, R4 A1, A3, A4, A5
hot corrosive gases
.3 explains the corrosive properties of the scrubber equivalent R1, R4 A1, A3, A4, A5
.4 states that the drainage of the effluent should not be R1, R4 A1, A3, A4, A5
impaired when the ship is fully loaded
.5 lists scrubber instrumentation and alarms R1, R4 A1, A3, A4, A5
.6 states that at least two blowers are required to deliver the IMO 1, A1, A3, A4, A5
scrubbed inert gas to the cargo tanks IMO 2.1,
IMO 4, IMO 5
.7 states that in generator systems one blower may be R1, R4 A1, A3, A4, A5
permitted provided sufficient spares are carried
.8 states that each blower has an inlet valve and a discharge R1, R4 A1, A3, A4, A5
valve
.9 states blower capacity R1, R4 A1, A3, A4, A5
.10 explains that blowers may also have an air inlet and may R1, R4 A1, A3, A4, A5
therefore also be used to gas-free cargo tanks
.11 explains that corrosion-resistant materials or coatings must R1, R4 A1, A3, A4, A5
be used in the construction of blowers and casings
.12 explains that fan casings should be fitted with drains R1, R4 A1, A3, A4, A5
.13 states that sufficient openings should be provided to permit R1, R4 A1, A3, A4, A5
inspection
.14 states that failure of the blowers should be indicated by an R1, R4 A1, A3, A4, A5
alarm
.15 states that a means should be fitted for continuously R1, R4 A1, A3, A4, A5
indicating the temperature and pressure of the inert gas at
the discharge side of the blowers
.16 states that the inert gas blowers should shut down R1, R4 A1, A3, A4, A5
automatically in the event of:
– low water pressure or low flow rate in the scrubber
– high water level in the scrubber
– high gas temperature
.17 states that a minimum inert gas pressure of 200 mm water R1, R4 A1, A3, A4, A5
gauge should be maintained in any one cargo tank or
combination of cargo tanks in the event of discharge at
maximum discharge rate
.18 lists possible causes of loss of inert gas pressure between R1, R4 A1, A3, A4, A5
blower and cargo tanks
.19 describes the two functions of the gas pressure regulating R1, R4 A1, A3, A4, A5
valve
.20 states that the valve is automatically controlled by means of R1, R4 A1, A3, A4, A5
a pressure transmitter and pressure controller
.21 by means of sketches, shows different arrangements for R1, R4 A1, A3, A4, A5
controlling the inert gas pressure in the inert gas main, i.e.:
– throttling the regulating valve
– re-circulating the inert gas to the scrubber
– leading the inert gas into the atmosphere
.22 states that the pressure in the inert gas main must be R1, R4 A1, A3, A4, A5
monitored and that an alarm must be given when the
pressure exceeds a set limit

56

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.23 states that an audible alarm should be given when the R1, R4 A1, A3, A4, A5
pressure of inert gas falls below 50 mm water gauge, or,
alternatively, the main cargo pumps should shut down
automatically
.24 describes when automatic shut down of the gas regulating R1, R4 A1, A3, A4, A5
valve is required

9.5 Non-return devices (0.5 hour)

.1 explains the reasons for fitting non-return devices R4 A1, A3, A4, A5
.2 states that non-return devices consist of a deck water seal R4 A1, A3, A4, A5
and a deck mechanical non-return valve
.3 describes the deck water seal as the principal barrier R4 A1, A3, A4, A5
.4 describes, with the aid of a sketch, the functioning of: R4 A1, A3, A4, A5
– a wet-type seal
– a semi-dry-type seal
– a dry-type seal
.5 states that an alarm must be activated when the water level R4 A1, A3, A4, A5
falls by a predetermined amount, but the seal should not be
rendered ineffective when the alarm is given
.6 states that heating arrangements should be provided to R4 A1, A3, A4, A5
prevent freezing of the seal
.7 states that sight glasses and inspection openings should be R4 A1, A3, A4, A5
provided to allow inspection
.8 explains the two functions of the deck mechanical non- R4 A1, A3, A4, A5
return valves
.9 states that the deck mechanical non-return valve should be R4 A1, A3, A4, A5
located forward of the deck water seal and be fitted with a
positive means of closure
.10 states that, alternatively, a separate deck isolating valve R4 A1, A3, A4, A5
must be fitted
.11 explains the advantages of having a separate deck isolating R4 A1, A3, A4, A5
valve

9.6 Inert gas distribution and venting (1 hour)

.1 states that the inert gas distribution system consists of: R4 A1, A3, A4, A5
– the inert gas main, which runs from the deck isolating
valve forward along the cargo tanks area
– branch lines, which run from the inert gas main to the
individual tanks
.2 states that tanks may be isolated from the inert gas main by R4 A1, A3, A4, A5
means of valves or blanks in the branch lines
.3 states that the inert gas piping may also serve as vent piping R4 A1, A3, A4, A5
.4 states that, in such cases, the inert gas main ends in the R4 A1, A3, A4, A5
riser
.5 states that other venting arrangements are possible R4 A1, A3, A4, A5

57

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.6 states that the inert gas and venting system must allow for: R4 A1, A3, A4, A5
– gas-freeing
– purging
– inerting
– cargo and ballast handling
– tank entry
.7 states that for those purposes the following provisions must R4 A1, A3, A4, A5
be made:
– blanks or valves to isolate tanks
– vent stacks or vent risers
– p/v valves
– liquid-filled p/v breakers
.8 sketches a typical inert gas and vent piping arrangement, R4 A1, A3, A4, A5
illustrating the location of the above provisions and
describing the above operations
.9 describes mixing and displacement methods for changing R4 A1, A3, A4, A5
the atmosphere in tanks
.10 describes, with the aid of sketches, the functioning of a R4 A1, A3, A4, A5
liquid-filled p/v breaker
.11 explains why the liquid level in the breaker and the specific R4 A1, A3, A4, A5
gravity of the liquid are important
.12 describes methods to prevent freezing of the liquid-filled p/v R4 A1, A3, A4, A5
breaker

9.7 Gas-analysing, recording and indicating

equipment (0.5 hour)
.1 lists the requirements for a fixed oxygen analyser R4 A1, A3, A4, A5
.2 describes where a sampling point should be provided for R4 A1, A3, A4, A5
use with portable instruments
.3 states that portable instruments must be provided for R4 A1, A3, A4, A5
measuring concentrations of oxygen and flammable vapour
.4 explains the limitations of meters working on the catalytic- R4 A1, A3, A4, A5
filament principle
.5 states that all metal parts of portable instruments and R4 A1, A3, A4, A5
sampling tubes introduced into a tank should be earthed
against the ship’s structure
A1, A3, A4, A5
9.8 Operations (2 hours)
In case a simulator is provided, training for Sec. 9.8 can be
done on a simulator (suggested Ex.2)
.1 lists the procedures for starting the inert gas plant R4 A1, A3, A4, A5
.2 lists shut-down procedures for the inert gas plant R4 A1, A3, A4, A5
.3 lists safety checks to be carried out when the inert gas plant R4 A1, A3, A4, A5
has been shut down

58

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.4 states that cleaned and gas-freed tanks should be inerted R4 A1, A3, A4, A5
prior to loading, ensuring that:
– purge pipes and vents are opened to the atmosphere
– those openings are closed when the oxygen content has
fallen below 8% by volume
– tanks are pressurised in excess of 100 mm water gauge
and kept in common with the inert gas main
– states that re-inerting after a breakdown follows the
same procedure
.5 states that no sounding, ullaging or sampling equipment R4 A1, A3, A4, A5
should be lowered into the tank while inerting
.6 lists the conditions which must be checked before R4 A1, A3, A4, A5
discharging ballast from cargo tanks
.7 lists the measures to be taken when loading cargo R4 A1, A3, A4, A5
.8 states that a positive inert gas pressure of at least 100 mm R4 A1, A3, A4, A5
water gauge should be maintained during the loaded voyage
.9 states that good quality inert gas (O2 content < 5% by R4 A1, A3, A4, A5
volume) must be used for topping up
.10 explains why the inert gas pressure may have to be R4 A1, A3, A4, A5
decreased initially before discharge commences
.11 states that: R4 A1, A3, A4, A5
– tanks should then be pressurised before discharge
– discharge should not commence before all of the
conditions are in order
– oxygen content of the inert gas in the main should be
continuously recorded
.12 explains how inert gas containment can be practised by R4 A1, A3, A4, A5
transferring inert gas from cargo tanks being loaded to those
being de-ballasted
.13 states that the measures to be taken before ballasting cargo R4 A1, A3, A4, A5
tanks are the same as those before loading
.14 states that simultaneous cargo and ballast handling requires R4 A1, A3, A4, A5
careful monitoring of the quality and pressure of inert gas
.15 states that, during the ballast voyage, all tanks other than R4 A1, A3, A4, A5
those to be gas-freed should be kept inerted
.16 states that, before inert gas is introduced into a cargo tank, R4 A1, A3, A4, A5
it should be established that the oxygen content of the gas
is not more than 5% by volume
.17 states that cargo tanks should be washed in the inert R4 A1, A3, A4, A5
condition and under positive pressure
.18 lists the conditions for tank entry R4 A1, A3, A4, A5
.19 explains why certain oils with high flashpoints need not be R4 A1, A3, A4, A5
carried in inerted tanks
.20 explains the conditions in which tanks containing such oils R4 A1, A3, A4, A5
may have to be inerted
.21 describes inerting procedures when product contamination R4 A1, A3, A4, A5
may occur
.22 explains the considerations which apply to combination R4 A1, A3, A4, A5
carriers with an inert gas system

59

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

9.9 Meters, indicators and alarms (0.5 hour)

.1 lists the following meters and indicators in the inert gas R1 A1, A3, A4, A5
system:
– means for continuously indicating the pressure and
temperature of inert gas at the discharge side
– means for continuously indicating and recording
pressure of the inert gas forward of the non-return
devices
– means for continuously indicating the recording of the
oxygen content at the discharge side of the gas blowers
.2 lists meters/indicators/alarms required in the cargo control R1 A1, A3, A4, A5
room or at a position accessible to the officer in charge of
cargo operations
.3 lists meters required on the navigating bridge R1 A1, A3, A4, A5
.4 states that a meter is required in the machinery control room R1 A1, A3, A4, A5
or in the machinery space to indicate the oxygen content of
the inert gas being supplied
.5 lists alarms required for the inert gas system R1 A1, A3, A4, A5
.6 states that, on combination carriers, the alarm arrangements R1 A1, A3, A4, A5
are such as to ensure that the gas pressure in the slop-tanks
can be monitored at all times
.7 states that an independent audible alarm shall be provided R1 A1, A3, A4, A5
to operate on predetermined limits of low pressure in the
inert gas mains
.8 states that the alarms required in accordance with objectives R1 A1, A3, A4, A5
9.11.5 – 9.11.7 shall be fitted in the machinery space and
the cargo control room
.9 describes when automatic shutdowns are required on inert R1 A1, A3, A4, A5
gas blowers and a gas regulating valve
.10 lists the additional alarms required if gas is provided by an R1 A1, A3, A4, A5
inert gas generator

9.10 Emergency procedures (0.5 hour)

.1 lists measures to prevent air being drawn into a tank should R4 A1, A3, A4, A5
the inert gas system fail to deliver inert gas of good quality
and adequate pressure
.2 describes measures to maintain the inerted condition on R4 A1, A3, A4, A5
crude oil and product tankers if the inert gas system cannot
be repaired
.3 describes alternative measures on product tankers when R4 A1, A3, A4, A5
discharging or de-ballasting with the inert gas plant out of
action
.4 lists measures on product tankers when tank washing is R4 A1, A3, A4, A5
necessary in a non-inerted condition

60

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

9.11 Maintenance and testing (0.5 hour)

.1 lists and describes inspections and checks to be made on: R4 A1, A3, A4, A5
– inert gas scrubber
– inert gas blowers
– deck water seal
– non-return valve
– scrubber effluent line
– alarms

10 Crude oil washing (COW) (5 hours)

STCW Code Sec. A-V/1 pa. 10, 12
In case a simulator is provided, training for Sec. 10 can be
done on a simulator (suggested Ex.5)

10.1 Introduction (0.5 hour)

.1 defines crude oil washing (COW) R2.1, R5 B1, B10 A1 – App. 4
.2 lists advantages and disadvantages of COW over water R2.1, R5 B1, B10 A1 – App. 4
washing of cargo tanks
.3 states that COW is mandatory for many crude oil tankers R2.1 B1, B10 A1 – App. 4
under international pollution regulations
.4 states that the International Oil Pollution Prevention (IOPP) R2.1 B1, B10 A1 – App. 4
Certificate of the ship indicates if COW is mandatory
.5 explains that not effecting COW operations when so R2.1 B1, B10 A1 – App. 4
required is a contravention of international rules which may
lead to fines and detention of the ship

10.2 Design of COW systems (1 hour)

.1 states that the design of COW systems must comply with R2.1 B1, B10 A1 – App. 4
international specifications
.2 lists the following items as part of a COW system: R2.1 B1, B10 A1 – App. 4
– pump
– piping
– fixed washing machines
– stripping system
.3 states that a ship effecting COW operations must have an R2.1 B1, B10 A1 – App. 4
operational inert gas system
.4 lists the factors influencing the effectiveness of COW R2.1 B1, B10 A1 – App. 4
.5 states that the number and location of washing machines is R2.1 B1, B10 A1 – App. 4
governed by the international specifications (IMO Guidelines
on COW – 1983 edition)
.6 states that the washing pressure and nozzle diameter R2.1 B1, B10 A1 – App. 4
govern jet length
.7 states that there is a relationship between the diameter of R2.1 B1, B10 A1 – App. 4
the COW piping, the number of washing machines served
by the piping and the fluid velocity in the piping

61

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.8 explains how too many washing machines operating on R2.1 B1, B10 A1 – App. 4
a given pipeline may lead to low pressure at the washing
machine, thereby decreasing its effectiveness
.9 states that the effectiveness of the COW system is verified R2.1 B1, B10 A1 – App. 4
under a given set of conditions and that COW operations
should therefore be carried out under the same conditions
as during the test procedures

10.3 COW piping (0.5 hour)

.1 states that the COW system consists of permanent pipe R5 B1, B10 A1 – App. 4
work
.2 explains that exceptions are allowed in the case of R5 B1, B10 A1 – App. 4
combination carriers where tank washing machines are
located in the hatch covers
.3 states that provisions have been made to prevent over R5 B1, B10 A1 – App. 4
pressure
.4 states that the COW and water washing piping may be R5 B1, B10 A1 – App. 4
combined, but that hydrants in such combined systems
must be blanked off during COW
.5 explains the need to anchor the COW piping to the ship R5 B1, B10 A1 – App. 4
structure
.6 states that to anchor the end of branch pipes tank cleaning R5 B1, B10 A1 – App. 4
machines can be used, but that special arrangements are
necessary when removing such washing machines
.7 explains that, if common piping is used for COW, and water R5 B1, B10 A1 – App. 4
washing, such piping may pass through a heater, which
should be effectively blanked off from the COW supply
during COW
.8 states that the oil should be drained from the line before R5 B1, B10 A1 – App. 4
such piping is used for water washing

10.4 Tank-washing machines (0.5 hour)

.1 states that only fixed washing machines may be used B1, B10 A1 – App. 4
.2 states that these machines may be deck mounted, or R5 B1, B10 A1 – App. 4
mounted inside a tank (in which case they are known as
submerged machines)
.3 describes washing machines as either single- or multi- R5 B1, B10 A1 – App. 4
nozzle machines
.4 describes the operation and washing pattern of: R5 B1, B10 A1 – App. 4
– single-nozzle tank washing machine
– multi-nozzle tank washing machine
.5 explains that single-nozzle machines may be programmable R5 B1, B10 A1 – App. 4
.6 explains that single-nozzle machines are subject to reaction R5 B1, B10 A1 – App. 4
forces
.7 explains methods of driving washing machines R5 B1, B10 A1 – App. 4
.8 describes how the movement of deck-mounted and R5 B1, B10 A1 – App. 4
submerged machines may be verified
.9 states that each machine can be isolated from its supply line R5 B1, B10 A1 – App. 4
by means of a stop valve

62

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.10 states that, if a washing machine is removed: R5 B1, B10 A1 – App. 4

– the supply line must be blanked off
– the tank washing opening must be closed

10.5 Pumps (0.5 hour)

.1 states that the pumps used for COW may be cargo pumps R5 B1, B10 A1 – App. 4
or dedicated pumps
.2 states that, if cargo pumps are used, the COW supply may R5 B1, B10 A1 – App. 4
be either bled off the discharge piping or delivered by one
pump
.3 describes how, in former case, to ensure sufficient pressure R5 A1 – App. 4
in the COW piping if the terminal presents too little back-
pressure

10.6 Stripping systems (0.5 hour)

.1 states that effective stripping is essential for good COW R5 A1 – App. 4
results
.2 states that a positive trim is important for good COW results R5 A1 – App. 4
.3 states that the stripping system must be able to remove R5 A1 – App. 4
oil at a rate 1.25 times the total throughput of all washing
machines
.4 states that remote readout facilities must be provided in R5 A1 – App. 4
the cargo control room for monitoring the efficiency of the
stripping system
.5 states that means such as level gauges, hand dipping and R5 A1 – App. 4
stripping performance gauges are provided for checking that
the tank bottoms are dry after COW
.6 states that stripping system can drain cargo lines and R5 A1 – App. 4
pumps after discharge and that a special small diameter line
is provided to discharge those stripping ashore

10.7 Operations (1.5 hours)

.1 states that a ship under obligation to use COW is provided R2.1, R5 A1 – App. 4
with a COW Operations and Equipment Manual, which is of
standard format
.2 lists sections which must be included in the manual R2.1, R5 A1 – App. 4
.3 states that tanks to be washed depend on whether cargo R2.1, R5 A1 – App. 4
tanks are used for ballast or not
.4 states that ballast should only be taken in cargo tanks which R2.1, R5 A1 – App. 4
have been crude oil washed
.5 lists the following cargo tanks to be crude oil washed: R2.1, R5 A1 – App. 4
– cargo tanks required for ballast after departure
– cargo tanks required for ballast prior to arrival
– cargo tanks required for ballast during heavy weather (if
anticipated)
.6 states that, for sludge-control purposes, no tank need be R2.1, R5 A1 – App. 4
washed more than once every four months
.7 states that, before arrival in the discharging port, the COW R2.1, R5 A1 – App. 4
system should be examined whilst under pressure

63

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.8 states that COW should be carried out in accordance R2.1, R5 A1 – App. 4

with the parameters set out in the COW Operations and
Equipment Manual for:
– number of washing machines
– pressure of washing fluid
– duration of washing
– program of washing machine
– trim of ship
– stripping requirements
.9 states that washing fluid may be obtained from the R2.1, R5 A1 – App. 4
discharge line or from the slop-tank
.10 states that only dry crude may be used R2.1, R5 A1 – App. 4
.11 defines dry crude R2.1, R5 A1 – App. 4
.12 describes this use of dry crude as being a precaution R2.1, R5 A1 – App. 4
against electrostatic generation
.13 explains that, in order to ensure that dry crude is used for R2.1, R5 A1 – App. 4
COW, discharge should start with de-bottoming the cargo
tanks which supply the crude for COW
.14 defines de-bottoming as drawing off at least 1 meter of R2.1, R5 A1 – App. 4
liquid from the cargo tank
.15 explains how to obtain dry crude when using slop-tanks R2.1, R5 A1 – App. 4
.16 states that COW, using oil from the slop-tanks, may be R2.1, R5 A1 – App. 4
effected by the re-circulating method
.17 explains why the level in the slop-tank must be watched R2.1, R5 A1 – App. 4
.18 states that COW and cargo operations must be halted if the R2.1, R5 A1 – App. 4
oxygen content in the tanks rises above 8% by volume
.19 states that, before crude oil washing a tank, the oxygen R2.1, R5 A1 – App. 4
content in the tank should be measured:
– 1 meter below deck
– in the middle of the ullage space
.20 given a COW Operations and Equipment Manual and a R2.1, R5 A1 – App. 4
stowage plan, draws up a discharging and COW programme
.21 demonstrates ability to programme and monitor tank R2.1, R5 A1 – App. 4
washing machines
.22 demonstrates ability to calibrate the oxygen meter and to R2.1, R5 A1 – App. 4
measure the oxygen content of a cargo tank
.23 using a pumping, piping and COW piping plan, lines up the R2.1, R5 A1 – App. 4
valves for discharging and COW operations
.24 explains the items of the: R2.1, R5 A1 – App. 4
– pre-arrival checklist
– checklist before crude
– checklist during COW
– checklist after COW
.25 explains how the effectiveness of COW can be checked by R2.1, R5 A1 – App. 4
measuring the amount of oil floating on top of the departure
ballast
.26 explains the measures taken to prevent marine pollution R2.1, R5 A1 – App. 4
during ballasting and tank-washing operations

64

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.27 explains that all crude oil washing should be completed R2.1, R5 A1 – App. 4
before the ship leaves its final port of discharge
.28 explains why crude oil washing may have to be carried out R2.1, R5 A1 – App. 4
at sea
.29 explains that the tanks must be available for inspection at R2.1, R5 A1 – App. 4
the next port
.30 states that crude oil washing operations should be recorded R2.1, R5 A1 – App. 4
in the Oil Record Book in accordance with the coded list of
items
.31 explains the importance of maintenance of the COW and R2.1, R5 A1 – App. 4
inert gas systems:
– states that failure of equipment may lead to COW not
being effected
– states that COW not being effected may lead to delays
of the ship
– states that the inert gas supply not functioning properly
results in cargo operations being suspended
.32 explains the meaning of crude oils not suitable for COW R2.1, R5 A1 – App. 4
.33 explains where the information on unsuitable crude oils may R2.1, R5 A1 – App. 4
be found
.34 states that unsuitable crude oils may not be carried in a R2.1, R5 A1 – App. 4
tanker under obligation to use COW, unless that tanker is
provided with SBT of sufficient capacity
.35 states that COW operations may come under Port State R2.1, R5 A1 – App. 4
inspection

11 Management of risk on oil tanker (4 hours) A1

11.1 Background (0.5 hour) A1

.1 states that no oil, whether naturally occurring or refined, is A1
absolutely free from potential harmful effects
.2 states that all people involved in the carriage should A1
consider the available information on their potential hazards
before making any decisions
Please note: The potential hazard is intrinsic to the oil and
independent of how it is handled
.3 states that managerial decisions on board an oil tanker A1
should aim to minimize risk associated with oil carriage
(probability of spill) by handling appropriate to the hazardous
properties

11.2 Definitions (0.5 hour)

.1 states that risk is a measure of the probability that a harmful A1
event (death, injury or loss) arising from a spill may occur
under specific conditions of carriage or handling
.2 explains that, in general terms, acceptability of risk may A1
differ for different people
.3 states that for the carriage of oil by sea, the risk involved A1
should be considered in absolute terms

65

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.4 defines risk assessment on board an oil tanker as A1

identification and quantification of risk resulting from a
specific operation during its handling and transit
.5 states that risk assessment is concerned with determining A1
those factors which are especially dangerous and
determining the likelihood of occurrence
.6 states that risk should be assessed against defined A1
limits of carriage and established on the basis of existing
management system on board
.7 defines risk management as a decision-making process to A1
select the optimal steps for reducing a risk to an acceptable
level
.8 states that risk management involves considerations of type A1
of vessel, competence, communication, safety awareness,
training and engineering factors
.9 states that in the context of carriage of oil in bulk by sea, A1
risk management consists of 3 steps: risk assessment
(evaluation), spill control, and risk monitoring
.10 states that risk perception is the way in which we see risk A1
and determine its importance
.11 risk perception by society for carriage of oil by sea and A1
therefore, by the regulatory authorities (IMO) reflects the
culture of the society and changes with time as more
information becomes available

11.3 Risk on oil tankers (1 hour)

.1 explains that at the loading level, consideration must be A1
given to the siting of tanks, loading pressure, ensuring
proper loading practices in order to reduce the exposure of
crew to the hazards and the surrounding area to acceptable
levels (this may involve taking into account local weather
and prevailing winds, etc.)
.2 understands that at the shipboard personnel level, the A1
person often does not understand the potential risk of
mishandling of oil
.3 clear instructions for stowage and carriage must be A1
designed and conveyed so that precautions to be taken by
the ship staff are well understood
.4 explains that handling of oil cargo must ensure safe A1
practices and must take into account potential mishandling
that the product may receive in the hands of uninformed
people
.5 states that ultimately, risk management is the responsibility A1
of each individual on board an oil tanker and reflects their
relevant training or lack of it

11.4 Risk assessment process (1 hour)

.1 states that the incidences where potentially toxic vapours A1
(the hazard) may be present must be identified

66

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.2 states that: A1
– exposure to potentially toxic vapours usually involves
mixed exposures
– there may be more than one vapour in the process and
there may be more than one adverse effect
Dose and effect
.3 states that the dose which will have a critical effect must be A1
identified
.4 states that: A1
– the relationship between dose and effect is very different
from one oil cargo to another
– the frequency of dosing may alter the effect
– in some cases a frequent, low dose exposure may
provide a more severe effect than a less frequent but
higher dose
Exposure assessment
.5 explains that an exposure assessment must be made A1
from the identification of the potentially toxic vapours and
knowledge of their properties
.6 states that exposure falls into two main types – anticipatable A1
and accidental
.7 states the main difference between anticipatable and A1
accidental exposure as that the first may be calculated and
the other may only be estimated approximately at best
.8 states that anticipatable exposure is that which is likely to A1
occur because of the improper procedures being followed
by the person while handling an oil cargo
.9 states that anticipatable exposure should be obvious in that A1
it must be an identifiable consequence of a defined method
of mishandling
.10 states the importance of proper handling with view to 8.4.8 A1
and 8.4.9
Accidental exposure
.11 states that accidental exposure is that exposure: A1
– which results from an accident during transport, or
during cargo handling
– when more commonly a spillage occurs due to a
damaged pipe or other equipment, or a tanker running
aground

11.5 Risk management in practice (1 hour)

.1 states that if the result of risk assessment indicates that the A1
risk is too high, risk management must be undertaken with
the aim of risk reduction
.2 states that risk management is a complex issue taking into A1
account many factors such as a wide range of scientific,
technical and legal considerations
.3 states that scientific considerations relate to the chemical A1
and physical properties of the oil/petrochemical product that
are carried

67

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.4 states that the technical aspects relate to the process of A1

carriage, ship type and its equipment
.5 states that the other inter-related factor includes the legal A1
considerations as:
– national (the Flag State)
– local (the Port State)
Risk management and law
.6 states that risk management is often controlled by A1
legislation which lays down allowable limits of spill (e.g.
within or without a special area) and puts specific duties on
management and workers such as MOU being undertaken
with respect to PSC
.7 states that on a global basis, the mantle rests with IMO A1
.8 states that the oil industry plays a vital role in assisting the A1
development of legislation at the international level, which is
later incorporated into the legislation at the national level
.9 states that law covers risk interactions that include A1
workplace, product and the environment
Acceptability of risk
.10 explains that risk management team on board has to A1
determine that in case of an incident what level of exposure
is acceptable to people exposed
.11 states that the acceptable and unacceptable levels are easy A1
to ascertain
.12 states that the ease/difficulty of risk management decision A1
making is dependent as follows:
– ↓ risk – ↑ safety = easy decision
– ↑ risk – ↓ safety = easy decision
– in between = difficult decision
.13 states that it is usually a level of tolerable exposure lying A1
between these that is difficult to decide
.14 states that, for example, four risk zones can be: A1
– death or permanent incapacity
– disability
– discomfort
– detectability
.15 further states that risk management on board should, at A1
worst, ensure that exposure to a potentially harmful incident
lies in the area between disability and discomfort (Risk
Zones 3 and 4)
.16 defines death or permanent incapacity as the most severe A1
category with death or permanent incapacity occurring
immediately or shortly after exposure. This includes severe
effects such as, permanent (unless surgically corrected)
blindness
.17 defines disability as a condition where individuals who are A1
markedly helped by external assistance; treatment results in
full recovery

68

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.18 defines discomfort as the category that includes those A1

for whom a full recovery is probable without external
assistance, although systematic relief may be possible and
reassurance desirable

12 Contingency Planning (2 hours)

12.1 General (0.5 hour)

.1 states that an oil spill can be a great risk to human health, A1 – App. 6
the vessel, coastal communities and industry and the marine
environment
.2 states that an oil spill can also seriously damage the A1 – App. 6
industry’s and the owner/operator’s reputation
.3 states that an oil can enter the marine environment as a A1 – App. 6
result of accidental or deliberate releases
.4 states that accidental releases can occur as a result of A1 – App. 6
natural disasters, human error or due to technical and
mechanical faults in oil transfer
.5 states that intentional releases could include dumping slop A1 – App. 6
wastes, acts of war, terrorism or sabotage
.6 further states that incidents involving vessel groundings, A1 – App. 6
collisions, fire, explosion, cargo reaction etc. could also
cause oil spills from vessels involved

12.2 Management (0.5 hour)

.1 states that there are three fundamental elements that make A1 – App. 6
up effective management of a chemical spill
.2 states the three elements as: A1 – App. 6
– a response team
– clear roles and responsibilities
– effective communication
.3 explains the response team as typically with functional A1 – App. 6
responsibilities (headed by the Master) to address
command, planning, operations and logistics arrangements
.4 explains that the key aim of the response organization is to A1 – App. 6
rapidly move from reactive to proactive management
.5 further explains that the above may also be conceived as A1 – App. 6
turning the oil spill emergency into a managed project
.6 explains that clear roles and responsibilities amount to a ‘job A1 – App. 6
description’ for each of the identified personnel on board the
ship
.7 explains that effective communications means information A1 – App. 6
flow within the ship and to the outside world
.8 states that effective communication is a serious challenge A1 – App. 6
and requires both modern technology and disciplined
personnel
.9 states that staff with an identified role in a response plan are A1 – App. 6
given effective training on a regular basis

69

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.10 states that the training on board will include the appropriate A1 – App. 6
level of tuition in oil spill equipment deployment, depending
on their role
.11 states that familiarization with relevant contingency plans A1 – App. 6
and procedures will also form part of the regular training
package on board
.12 states that spill drills are an excellent way to exercise A1 – App. 6
and train personnel in their emergency roles and to test
contingency plans and procedures
.13 states that the planning process is not a one-off event and A1 – App. 6
contingency plans require periodic review and maintenance

12.3 Preparation of the Contingency Plan (1 hour)

.1 states that an oil contingency plan should comprise three A1 – App. 6
parts:
– strategy section
– action section
– data section
.2 explains that the strategy section describes the scope A1 – App. 6
(perceived risks, roles/responsibilities of those charged with
implementing the plan and the proposed response strategy)
.3 explains that the action section sets out the emergency A1 – App. 6
procedures that will allow rapid assessment of the spill and
the mobilization of response (personnel and equipment)
.4 explains that the data contains all data sheets, of the cargo A1 – App. 6
being carried, required to support an oil spill response effort
and conduct the response according to an agreed strategy
– pre spill
.5 states that data section also includes the details of A1 – App. 6
prevailing condition – post spill
Strategy section
.6 states that strategy section is sub-divided into 6 sub- A1 – App. 6
sections. Introductory sub-section 1 contains the following
elements:
a) introduction and scope
b) authorities and responsibilities
c) statutory requirements, relevant agreements
.7 states that sub-section 2, oil spill risks, includes: A1 – App. 6
a) Identification of activities and risks
b) types of oils likely to be spilled
c) probable fate of spilled oil
d) development of oil spill scenarios
e) special local considerations
.8 states that sub-section 3, spill response strategy, includes: A1 – App. 6
a) response objectives
b) limiting and adverse conditions
c) strategy for open sea
d) strategy for coastal zones
e) strategy for waste storage and disposal

70

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART C: DETAILED TEACHING SYLLABUS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.9 states that sub-section 4, equipment, supplies and services, A1 – App. 6

includes:
a) on board oil spill equipment
b) inspection, maintenance and testing
.10 states that sub-section 5, management, manpower and A1 – App. 6
training, includes:
a) emergency/safety officer
b) incident organization chart
c) manpower availability
d) training/safety schedules and drill/exercise programme
.11 states that sub-section 6, communication and control, A1 – App. 6
includes:
a) command centre on board
b) communications equipment
c) reports, manuals, and incident logs
Actions
.12 states that actions section is sub-divided into 3 sub- A1 – App. 6
sections as:
– initial procedures
– control of operations
– termination of operations
.13 states that sub-section 1, initial procedures, includes: A1 – App. 6
– raising alarm
– assembling full response team
– identifying immediate response priorities
– mobilizing immediate response
– establishing command centre
– identifying resources immediately at risk, informing
parties
– deciding to escalate response by informing port/shore
authorities
.14 states that sub-section 2, control of operations includes: A1 – App. 6
– updating information (sea/wind/weather forecasts)
– reviewing and planning operations
– obtaining additional equipment and supplies
– preparing incident log and management of reports
– briefing port officials, operators and local P & I
.15 states that sub-section 3, termination of operations, A1 – App. 6
includes:
– deciding final and optimal levels of emergency operation
– standing-down equipment, cleaning, maintaining,
replacing
– preparing formal detailed report
– reviewing plans and procedures from lessons learnt

71

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

IMO Textbooks,
Knowledge, understanding and proficiency Teaching Aid
Reference Bibliography
Required performance

.16 states that the data section contains: A1 – App. 6

– coastal charts, currents, tidal information (ranges and
streams), prevailing winds
– risk locations and probable fate of oil
– sea zones and response strategies
– coastal zones and response strategies
– clean-up waste on board, storage and subsequent
disposal ports

13 Assessment and discussion (2 hours)

13.1 Discussion (1 hour) A1

13.2 Examination (1 hour)

72

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

Part D: Instructor Manual

■ Introduction

The instructor manual provides guidance on the material that is to be presented during the
course. Under each Section, corresponding to the Section in the detailed syllabus, Key
Concepts are noted that need to be delivered to the students. This is followed by a few
lecture suggestions for the topic and finally sample questions that the students should be
able to answer at the end of the study of each Section.

The modular course delineates the requirements of training of shipboard personnel engaged,
and directly responsible, for the carriage of oil in bulk. The details set out in the course is
based on the specification as set out in Section A-V/1 of the STCW Code of the International
Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as
amended in 1995.

The course material is arranged as follows:

1. Introduction
2. Basic properties of petroleum and its hazards
3. Safety
4. Pollution prevention
5. Oil tanker design and equipment
6. Oil tanker operations
7. Cargo and ballast pumps
8. Emergency procedures
9. Inert Gas Systems (IGS)
10. Crude Oil Washing (COW)
11. Management of risk on oil tanker
12. Contingency planning
13. Assessment/Discussion (this can include a written exam)

IGS applies only to officers who are to have duties related to inert gas systems, and COW
applies to those who are to have duties relating to COW operations on crude oil tankers.

The books used extensively as references throughout the course are:

B1 International Safety Guide for Oil Tankers and Terminals
B2 Tanker Handbook for Deck Officers, and
B7 Cargo work

The course outline, as well as the timetable provides the type of allocation that is required.
However, the instructor(s) will of course use their professional judgement to make adjustments

73

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

as necessary so that the best is delivered to the students. It is important to note however,
that the instructor(s) must study the detailed syllabus. It will be necessary to prepare material
for use with an overhead projector (OHP), as one of the aids. As a rule of thumb, in order to
give a one-hour lecture, the instructor should have a four-hour study of the topic.

The diagrams provided as part of Appendix I give examples of the back-up material that will
be useful as overhead projector (OHP) slides and trainee handouts.

Examples of exercises of simulator-based training have been provided. They can be as a

useful guide where a simulator is provided to enhance the training as part of the model
course. The exercise illustrates a format that may be used when setting up exercises to
supplement this course. Furthermore, this kind of description may be useful in the newly
required quality standard systems, which will have to be introduced at training institutes
according to STCW 95.

Finally, it is important the instructor stresses throughout the course that the rules and
regulations on board need to be followed and delineates the larger picture of the outcome of
successful following of the rules, as well as the outcome of not following them.

The following appendices form part of this manual:

Appendix 1: Notes on the Construction, Equipment and Operation of Oil Tankers
Appendix 2: Evaluation and Prevention of Electrostatic Hazards Associated with Oil Tanker
Operations, By J B Mills and R C Oldham; published by the Institute of Marine Engineers,
London UK
Appendix 3a: Inert Gas Plants – IGS: Theory, Requirements, by Per O Hatlen; published by
the Ship Research Institute of Norway, Trondheim, Norway
Appendix 3b: Inert Gas Plants – IGS: Operation, by Per O Hatlen; published by the Ship
Research Institute of Norway, Trondheim, Norway
Appendix 4: Crude Oil Washing: Implementation and Operating Procedures, by Captain W D
J Barker and T W Allsop; published by the Institute of Marine Engineers, London UK
Appendix 5: Case studies
Appendix 6: Contingency planning
Appendix 7: Examples of simulator exercises
Appendix 8: Snap Shots of Liquid Cargo (Oil) Handling Simulator
Appendix 7 and 8 are provided to act as a guideline in case a simulator is provided as an
additional training tool as part of this model course.
Each heading of the instructor’s manual corresponds to a chapter in the syllabus for the
model course under Part C.
Appendix 9: Definitions

74

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

Guidance Notes
1 Introduction

1.1 Oil tankers 1 hour

This is a brief review of the way in which oil tankers have developed over the past 100 years
and how they have evolved into crude oil and product tankers, combination carriers and
even more specialized vessels. Since the trainees are familiar with oil tankers, little time
need be spent on this subject. Differences between combination carriers and oil tankers
must be highlighted, together with the additional hazards the former may pose. The material
contained in the International Safety Guide for Oil Tankers and Terminals (B1) and chapter 1
of the Tanker Handbook for Deck Officers (B2) will provide an adequate basis for the lessons.
This part of the course introduces the principle of pollution-free operations through load on
top (LOT) procedures.

It is also useful to rehearse oil tanker terminology. When this has been done, all of the trainees
will have the same understanding of the terms and expressions used throughout the course.
Refer also to sections 1.1 to 1.5 of appendix 1, and appendix 6 to this manual.

Key Concepts
1. Types of tankers carrying petroleum products

Lecture Suggestions
● Describe the cross-sectional details about the types of vessels that carry oil and
petroleum products
● Describe the types of trade routes where the use of various types of tankers can
be expected
● Describe the changing over associated with oil/ore and oil/bulk/ore carriers
● Discuss the pressures faced by personnel to ensure an efficient changeover
● Describe the principles of hydrostatic balance loading

Sample Questions
● Which are the four types of tankers?
● Which are the various combination carriers?
● In which type of tanker design can the concept of hydrostatic balance loading be
used?

1.2 International and national regulations concerning oil tankers 1 hour

The purpose of this lecture is not to introduce a law course, but to sketch the legislative
background under which a tanker operates. The lecture should make trainees aware of these
regulations and how they are enforced not only by their Administration, but also in the ports
the ship frequents. The international conventions referred to as R1, R2 and R5 form the basis

75

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

for the lecture, which need not be very detailed. The learning objectives provide guidance on
the level of knowledge required.

Key Concepts
1. IMO as the primary rule making body
2. Tankers governed by SOLAS, MARPOL and STCW
3. International rules and national legislation of a country (Flag State rules)
4. Port State control
5. Tankers are a potential for pollution
6. Accidental and operational pollution
7. Certificates on a tanker
8. Ship owner’s strict liability in case of oil pollution damage
9. CLC and Fund Conventions

Lecture Suggestions
● Describe the functions of IMO in brief mainly highlighting the rule making functions
at the international level
● Give an outline of SOLAS, MARPOL and STCW – the areas these conventions
govern the tanker operation
● Explain the issuance of certificates under the aforementioned conventions
● Describe that for a convention to come into force in a particular country, it has to
be incorporated into its national legislation
● Describe the rules under which the Port State functions
● Describe that operational pollution is a bigger threat than accidental pollution
● Describe the concept of toxic load of an area

Sample Questions
● What is the purpose of IMO and how does it relate to the world of shipping?
● If a State is party to an IMO Convention, what does it have to do to ensure
compliance within its territory?
● Under what authority can Port State Control inspect a vessel?
● Which part of SOLAS, MARPOL and STCW directly deals with tanker operations?
● Name the four main certificates carried on board a tanker.
● Who is responsible for issuing these certificates?
● Can the issuing authority delegate this responsibility? If yes, then to whom?
● Why is operational pollution considered a bigger threat?

76

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● How does compliance with MARPOL ensure that operational pollution on board a
vessel is kept to a minimum?

2 Basic properties of petroleum and its hazards

2.1 Basic physics 0.5 hour

The purpose of this subsection is to explain various elementary physical phenomena to allow
a better understanding of the hazards posed by petroleum and petroleum products. Attention
must be paid to explaining the nature of static electricity, including how it is generated, and
how substances may become statically charged. No particular knowledge of oil tankers is
required to explain these fundamentals. Appendix 2 provides information on the evaluation
and prevention of electrostatic hazards.

Key Concepts
1. Explain the physical terms with which the student should be familiar in order to
understand and practically use the knowledge in the carriage of oil cargoes.

Lecture Suggestions
● Explain in simple terms all the 13 physical properties mentioned in the learning
objectives under the section
● Give practical examples of usage on a tanker of the 13 physical properties
discussed
● Explain electrostatic discharge in detail

Sample Questions
● Random explanation of the 13 physical properties
● What are charge generation, charge accumulation and electrostatic discharge?
● What is the electrostatic hazard on crude oil carriers as well as, on product
carriers?
● What kind of electrostatic hazard can be encountered during tank washing?

2.2 Properties of petroleum 0.5 hour

Things should be kept simple. The essential message is that petroleum is made up of a
range of hydrocarbon molecules, with molecular weights ranging from light to heavy. The
relationship between the number of carbon atoms in a molecule and the physical properties
should be explained. Appendix 1, section 2.1, together with reference B1, provides the
necessary information to supplement the syllabus.

Key Concepts
1. Composition of petroleum
2. The hydrocarbon molecule and refinery process

77

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

3. Volatility
4. Health and environmental hazard associated with petroleum products

Lecture Suggestions
● Describe the details of hydrocarbon molecule, including the light and heavy
hydrocarbon molecules
● Explain the composition of petroleum
● Explanation of terms in the processes involved, in a refinery, for generation of
petroleum products from crude oil
● Description of the concept of volatility of petroleum
● The details of health and environmental hazards involved in carriage and handling
of petroleum

Sample Questions
● What is the composition of crude oil?
● What is a hydrocarbon molecule?
● What is the categorisation of a hydrocarbon molecule?
● What is the composition of petroleum dependent upon?
● What is meant by distillation?
● What are the refinery processes involved in splitting of hydrocarbon to produce
petroleum products?
● What is volatility and why is its knowledge important in the carriage of petroleum?
● What is the characteristic of vapour pressure?
● What are the hazards involved in the carriage of petroleum?

2.3 Hazards involved with the handling and carriage of petroleum 5 hours

The syllabus divides the different hazards into a number of categories, i.e.:
● Toxicity, both from petroleum and from constituents of inert gas
● Oxygen deficiency
● Flammability and explosiveness
● Electrostatic hazards; and
● Hazards to the marine environment

Each of which should be dealt with in depth. It is only by understanding the different aspects
of danger that measures to counteract these dangers will be fully appreciated. Reference
B1 and appendix 1, sections 2.2 and 4.2 provide further guidance. Further information on
electrostatic hazards may be found in appendix 2.

78

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

Toxicity in general and of petroleum

Key Concepts
1. Petroleum and poisoning
2. Measurement of toxicity of petroleum
3. Effect of petroleum on human health
4. Relationship of hydrocarbon constituents and toxicity
5. Threshold limit value (TLV)
6. Pitfalls in assumptions associated with toxicity

Lecture Suggestions
● Different ways poisoning can occur
● Different nature of poisoning
● Effects of ingesting petroleum, contact with skin and eyes
● Description of narcosis
● Explain the varying degrees of toxicity of petroleum
● Explain the cautions to be adhered to ascertain the presence of vapour of
petroleum

Toxicity of inert gas and oxygen deficiency

Key Concepts
1. Constituents of inert gas and its hazards in handling
2. Description of nitrogen oxides and sulphur oxides
3. Oxygen content and enclosed spaces
4. Importance of ensuring oxygen content with reliable means

Lecture Suggestions
● Explain in some detail the hazards involved with the low oxygen content in an inert
gas
● The behaviour of nitrogen and sulphur oxides
● Explain in detail the atmosphere in an enclosed space as well as, the reason for
oxygen deficiency in such a space
● Describe the pitfalls in the undue reliability on only the symptoms of oxygen
deficiency
● The dangers involved when the oxygen content in a space is < 21% by volume

79

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Sample Questions
● Is it true that an inert gas is not only deficient in its oxygen content but also may
contain toxic gases?
● Which are the toxic gases that an inert gas contains?
● What does the sulphur dioxide content in a flue gas depend upon?
● What does the carbon monoxide content in a flue gas depend upon?
● What are the dangers involved in an enclosed space on board a tanker?
● What are the symptoms when the oxygen content decreases?
● Can you rely solely on the symptoms to ascertain the deficiency of oxygen content
in an enclosed space?

Flammability and explosiveness

Key Concepts
1. Burning of vapours of a petroleum product and the flashpoint
2. The fire tetrahedron
3. Open-cup and closed-cup test
4. Flammability composition diagram
5. Gas-freeing and purging
6. Sources of ignition on board a tanker

Lecture Suggestions
● Describe the burning process of a flammable liquid
● Explain the concept, and calculation, of flashpoint
● Explain the flammability diagram in all its details
● Describe open-cup and closed-cup method of determination of flashpoint
● Describe details of gas-freeing, purging of cargo tanks
● Delve into some detail about isolation of accommodation spaces where there is a
potential of gas accumulation, such as during cargo handling

Sample Questions
● What burns when a flammable liquid catches fire?
● What is meant by the flashpoint of a liquid? Why is it important to calculate? How
do you calculate the flashpoint of a liquid?
● Describe the two methods of determining the flashpoint.
● Can you determine the LFL and UFL of a liquid from its flammability diagram?
● Why is it important to gas free and purge a tank? How do you achieve this
operation?

80

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● What are the sources of ignition on board a tanker and what would you do to
minimize these sources on board?
● What role does weather play in dispersion of vapour mixtures?

Electrostatic hazards

Key Concepts
1. Basic electrostatic phenomenon – charge generation, accumulation and
discharge
2. Electrostatic hazard on crude oil tankers
3. Electrostatic hazard on product tankers
4. The electrostatic hazard during tank washing

Lecture Suggestions
● Explain the concept of electric field and the circumstances on board a tanker when
it is created
● Describe the principle of charge separation and relaxation
● Discuss the types of conductors and the release of energy
● Explain the circumstance when breakdown of charge takes place
● Describe the field strength and its potency – the factors that influence the potency
of the field strength
● Give a description of explosions on tanker due to electrostatic discharges
● Discuss the types of oils considered to be static accumulators and the usage of
anti-static additives
● Explain the precautions with regard to electrostatic charge and portable as well as,
non-portable equipment on board a tanker
● Explain the precautions to be taken while introducing steam, inert gas or CO2 into
an electrostatically charged atmosphere

Sample Questions
● What is an electric field and under what circumstance can it be created on board
a tanker?
● What is charge separation and why does it occur on a tanker?
● What is a conductor? Give examples of conductors and non-conductors, both
liquid and solid on board a tanker
● What is the relationship between electrical breakdown between two points and the
subsequent discharge?
● On what factors is the field strength dependent upon?
● What is accumulator oil?

81

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● How is accumulator oil made non-accumulator?

● What are electrostatic hazards in using portable and fixed equipment on board a
tanker?
● What precautions are necessary prior to injecting steam, inert gas or CO2 in a
charged atmosphere?

Hazards to the marine environment

Key Concepts
1. Concept of toxic load
2. Behaviour of oil in water
3. Economic losses caused to coastal industries as a result of oil in water
4. Operational and accidental pollution from a tanker
5. Air pollution and tanker
6. Annex VI of MARPOL 73/78

Lecture Suggestions
● Explain the harmful effects of oil on the marine organisms
● Describe as to what is at stake – the coastal industries such as fishing, aquaculture
and coastal tourism
● Describe the ways by which oil enters the water – accidental pollution as well as
operational pollution
● Explain that operational pollution is a bigger threat to the marine environment than
the accidental pollution
● Delineate the potential of air pollution from a tanker
● Introduce Annex VI of MARPOL that covers air pollution effective May 2005

Sample Questions
● What do you understand by the toxic load of a marine area?
● What happens to oil in water?
● Why is time of essence in undertaking a clean up operation after an oil spill?
● Which are the coastal industries that can be affected by the pollution of the marine
environment?
● Under which international regulation is air pollution covered now?
● What are the sources of air pollution from a tanker?
● Which area is now designated as a ‘Special Area’ to cover air pollution?

82

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

3 Safety

3.1 General precautions 0.5 hour

Safety precautions are closely related to the hazards associated with the handling and
carriage of petroleum. Safety on board oil tankers is ensured through a combination
of constructional and equipment features and safe working practices. If the hazards are
understood, safety measures would seem obvious. Trainees should be made aware of the
need for safety precautions where hazards may seem less obvious. Such situations arise
when ballast tanks or void spaces are entered adjacent to spaces where toxic oxygen-
deficient gases are present. Such situations also arise when sections of pipeline, which may
be in open connection to gas-dangerous spaces further down the line, are opened up for
repairs. Particular reference should be made to hot work and preparations and essential
precautions to be taken. Most of the information on safety aspects is given in reference B1.
This is supplemented by information in appendix 1, section 3.1.

Key Concepts
1. Elimination of sources of ignition and flammable atmosphere not a possibility but
taking precaution against them is a requirement
2. Places of flammable atmosphere on board a tanker
3. Use of inert gas and conscientious effort to take precautions
4. Importance of relevant notices in visible positions on board
5. Hot work on board a tanker

Lecture Suggestions
● Explain the inability of creating an ideal situation of elimination of sources of ignition
and flammable atmosphere and the practical scenario of taking precautions
● Delineate the areas of flammable atmosphere inter alia, the main deck and the
pump-room
● Explain the importance of isolating the accommodation area from the flammable
atmosphere as one of the precautions
● Explain the areas that should be kept free of sources of ignition
● Describe how inert gas can increase the levels of safety but the personnel cannot
overlook the need to take precautions
● Explain precautions to ensure eliminating sources of ignition such as, smoking in
areas designated by the Master, prohibition on the usage of naked lights
● Explain where and how are the safety notices to be placed
● Explain how galley can be a source of fire
● Inform the students of precautions for using power tools on deck that have a
potential to cause a spark
● Describe the importance and usage of hot work permits
● Safety precautions when along side and handling cargo

83

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Sample Questions
● Why is it not possible to have an atmosphere free of flammable gases on board a
tanker?
● What will you do to reduce the sources of ignition as well as the flammable
atmosphere on a tanker?
● How will you isolate the accommodation from the flammable atmosphere?
● Does the usage of inert gas completely absolve the personnel from taking
precautions? If not, why?
● What precautions will you take to prevent the usage of naked lights?
● What precautions are taken against smoking?
● Are you aware that flammable gases can accumulate in the pump-room?
● Describe the precautions you will take in the pump-room
● What points will you bear in mind prior to posting safety notices on board?
● Do you understand that galley can be a potential source of fire on a tanker?
● What precautions will you take for a safe operation within the galley?
● Which kind of power tools can you allow for usage on deck?
● Under what conditions is a hot work permitted on a tanker?
● What rules will you follow for conducting work over side in a port?

3.2 Entry into enclosed spaces 1.5 hours

Refer to B1 and to appendix 1, sections 3.2 and 3.3.

Pump-rooms, cargo tanks, cofferdams, DB tanks or other enclosed spaces

Key Concepts
1. SMS on board and entry into enclosed spaces
2. Special nature of pump-room vis-à-vis flammable atmosphere
3. Emergency equipment in pump-room
4. Restriction of entry into enclosed spaces be it cargo tanks, other tanks or any
enclosed space
5. Common precautions apply in the categories stated above

Lecture Suggestions
● Describe briefly what the SMS says about entry into enclosed spaces
● Explain the sources and reason of pump being a volatile area that entails special
precautions

84

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● Describe the usage of emergency equipment in the pump-room in case of

evacuation
● Give the students the details of precautions applicable in all cases of entry into
enclosed spaces

Sample Questions
● Are you familiar about SMS on board?
● What does it say about entry into pump-rooms?
● Are you aware that the pump-room constitutes special hazards?
● What are these special hazards?
● How is the hazardous atmosphere in the pump-room created?
● What will you do to minimize the pump-room hazards?
● What questions will you ask yourself before entering a pump-room?
● What emergency equipment will you check before entering a pump-room?
● Can you list the precautions for entry into any kind of enclosed space?

3.3 Precautions against electrostatic hazard 0.5 hour

Refer to B1 and to appendix 2.

Key Concepts
1. Electrostatic hazard and inert as well as, non-inert atmosphere
2. Use of equipment in such atmosphere

Lecture Suggestions
● Discuss the precautions necessary while using equipment on deck in a charged
atmosphere
● Describe the type and use of non-conductive equipment
● Explain the presence of particulates in suspension and the associated hazard in an
inert atmosphere

Sample Questions
● What is the difference between inert and non-inert atmosphere?
● What kind of equipment will you use in the different types of atmosphere stated
above?
● What precautions will you take?
● Is inerted atmosphere entirely safe from electrostatic hazard in order to use say, a
measuring instrument?
● From where will you get the information whether the cargo to be loaded is static
accumulator or not?

85

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● Are you aware of the precaution that you will have to take in case of loading static
accumulator oil in a non-inerted tank?

3.4 Gas indicators 1.5 hours

Refer to B1. Trainees should be instructed in using and calibrating the instruments, which are
provided for measuring the atmosphere of enclosed spaces.

Key Concepts
1. Operating principle of six indicators
2. Usage in different atmosphere

Lecture Suggestions
● As indicated in Key Concepts above

Sample Questions
● The instructor should ask the principles of operation of six types of gas indicators
at random
● Can you state the type of atmosphere where you will use the six indicators?

3.5 Fire-fighting principles – revision 1 hour

This should take the form of a refresher lecture. Trainees should have completed a course
on fire-fighting aspects applicable to tankers, so that a classroom lecture will be sufficient.
Emphasis should be laid on cargo-associated fires. Statutory requirements for oil tanker
should be explained, using the 1974 SOLAS Convention (R1) as a basis.

Key Concepts
1. Fire tetrahedron as the basic principle of fire-fighting
2. Principles of removing the sides of the fire tetrahedron singularly
3. Water, foam, carbon dioxide as a means of fire-fighting
4. Halon disrupts the chain of chemical reaction in a fire
5. Use of halon prohibited today
6. Rules governing fire-fighting, and the availability of the fire-fighting equipment as
required by such rules

Lecture Suggestions
● Revise the principles involving the removal of the sides of the fire triangle
singularly
● Explain the availability of material and equipment to be used in the aforementioned
exercise
● Describe the properties of water, foam and CO2

86

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● Explain briefly what halon did in fire-fighting and its present day ban due to it being
a greenhouse gas contributing in the depletion of the Ozone layer
● Explain that prohibition on the use of halon is under Article 2B of the Montreal
Protocol on substances that Deplete the Ozone Layer (the Montreal Protocol is
part of the Vienna Convention on the Protection of the Ozone Layer)
● Briefly explain the SOLAS requirement for the fire-fighting equipment on board a
tanker

Sample Questions
● Are you absolutely clear in the concept of the fire tetrahedron as the basis of fire-
fighting?
● Which side of the said fire tetrahedron is the easiest to remove in order to extinguish
the fire?
● What material will you use in different scenarios to extinguish a fire?
● Are you absolutely clear as to what material cannot be used in different types of
fire?
● What do you understand by high-expansion foam?
● What is the shelf life of different categories of foam?
● What is halon?
● What did it do to extinguish a fire?
● Why is its use prohibited today and the prohibition comes under which international
Protocol of which Convention?
● Where will you find the details of fire-fighting equipment that is to be carried on
board a tanker?

3.6 Protective equipment 1 hour

Trainees should exercise with the equipment in use on oil tankers.

Key Concepts
1. An understanding of the basic requirements of the equipments and under what
circumstance they are used

Lecture Suggestions and Practical demonstration/conduct an exercise

● Explain the functioning of all the parts of the equipments
● Discuss the maintenance of the equipments
● Emphasize the importance of keeping the equipments in a state of readiness at all
times

Sample Questions
● Under what circumstances would you use the following equipment?

87

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

– Tank evacuation equipment

– Resuscitation equipment
– SCBA
● Can you show the functioning of the aforementioned equipment (ask for a practical
demonstration from a trainee)?
● What are the parameters you would check to ensure a proper maintenance of the
equipment?
● How frequently would you check to ensure readiness at all times?
● Where would you record the maintenance done?
● Which authority can inspect the state of the said equipment?

4 Pollution prevention

The principles of the prevention of marine pollution by oil have been laid down in the
International Convention for the Prevention of Pollution from Ships – Annex I (reference
R2.2). The convention, commonly referred to as MARPOL 73/78, contains provisions for
the construction, equipment and operations of oil tankers. In this respect the Convention is
similar to SOLAS 1974, although in the case of MARPOL it is the protection of the marine
environment, not safety considerations, which forms the basis of the provisions. It follows
that in the course, chapters concerning the construction, equipment and operation of oil
tanker reflect the provisions of both conventions. For trainees the source of the regulations
is not of great relevance, but for a better understanding of the requirements they should be
informed of the principles underlying the provisions of MARPOL 73/78. In addition to the
convention (R2.1), section 4 of appendix 1 of this course contains much useful information
on the aim of MARPOL 73/78 and the means provided to achieve these aims. The detailed
teaching syllabus makes clear the depth to which the subject matter should be treated.

4.1 Ships and equipment 0.5 hour

Through this section trainees should learn the means, which have been made available to
them for the prevention of marine pollution. Reference R2.2 and sections 4.4 and 4.5 of
appendix 1 of this course provide guidance on this issue.

Key Concepts
1. Constructional and equipment requirements of a tanker, including exemptions
2. Changes expected in future with respect to double hull and mid-deck design
3. Maintenance of equipment
4. IOPP Certificate

Lecture Suggestions
● Explain the constructional requirements with regard to carriage of ballast and
piping arrangements

88

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● Explain in detail what are double hull and a mid-deck design tanker as these design
requirements will become mandatory in the future
● Describe what are approved equipment and the areas where it is of extreme
importance to be provided such as control of discharge
● Explain that all of above is a way to protect the marine environment, apart from
contributing to increased safety on board
● Describe the contents of IOPP Certificate

Sample Questions
● Which are the six areas where constructional requirements are governed by law?
● What in your opinion does compliance with the constructional requirement achieve,
that is other than safety?
● Can you describe the equipment that contributes towards the protection of the
marine environment?
● Which types of oil tankers have different requirements for them?
● What information is contained in the IOPP Certificate?

4.2 Operational pollution 1 hour

Trainees should be made aware that most of the marine pollution from ships is caused by the
day-to-day operations of ships. The sections on cargo, ballast and tank-washing operation
go into this matter more deeply and at this stage the principles of the operational procedure
must be dealt with.

At sea and in port

Key Concepts
1. Stipulations for discharge from an oil tanker
2. Shore reception facilities and Master’s responsibility
3. Visual observations during discharge of dirty ballast
4. Pollution prevention precautions while in port

Lecture Suggestions
● Describe the objective and the various stages of LOT procedure
● Explain the importance of adhering to the discharge stipulations
● Explain that failure to abide by the discharge stipulations makes the vessel liable
to fines
● Discuss the procedures to use the shore reception facility
● Explain that the Master should inform the Flag State in case not satisfied by the
reception facilities

89

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● Explain that visual observations need to be made during the entire operation of
discharge of dirty ballast
● Discuss the various precautions to be taken in port

Sample Questions
● What is the purpose of following LOT procedures?
● Can you describe the various stages of the LOT procedures?
● State the dirty ballast discharge stipulations
● Under what circumstances will you use a reception facility?
● Are you aware that the intention of using the reception facility requires prior notice
as well as, preparation?
● In case dissatisfied by the reception facility, what should the Master do? Whom
should s/he inform and why?
● Describe the seven precautions that you will take while in port

4.3 Oil Record Book (ORB) 1 hour

The Oil Record Book is a legal document and is subject to inspection by flag State and
port State authorities. Trainees must be made aware of the importance of keeping the book
up to date. Exercises should be devised to enable trainees to gain proficiency in recording
operations.

Key Concepts
1. Entries in an Oil Record Book

Lecture Suggestions
● Discuss in detail the types of entries that are to be made in an ORB
● Explain the importance of making correct entries as the same is an evidence
admissible in a court of law as well as, shore authorities authority to check the
same at random
● Tell the students the validity period of ORB. Explain that this is because in case of
an oil pollution incident, the claims can be made up to three years from the date of
the incidence

Sample Questions
● What is the difference between an ORB aboard a tanker and a non-tanker?
● After which operations is an entry required in the ORB?
● In what format will you make an entry and the language(s) to be used?
● Are you aware that shore authorities, such as the Port State Control, can ask for
the ORB to be inspected at random?

90

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● For how long will you maintain the ORB on board? Can you tell the reason behind
the set time frame?

4.4 Action in case of oil spills 1 hour

There is a distinct difference between treating oil spills in port and at sea. In port action will
be initiated immediately to mitigate the effects of a spill. Spills at sea are frequently left alone
to break up, disperse or evaporate. The decision is up to the State which is most directly
affected, either the port State or the coastal State. Trainees should be made aware that
reporting oil spills is a convention requirement and very probably a statutory requirement,
and that no observance of this requirement may be subject to penalties. Reference R6 sets
out the obligations and contains guidelines on how to comply with them.

At sea and in port

Key Concepts
1. Reporting of oil spills – preliminary as well as subsequent reports
2. Actions to be taken when in port

Lecture Suggestions
● Discuss in detail the reasons behind making reports a requirement by law and, to
ensure a quick and an effective clean up operation thereby respecting the marine
environment
● Describe the details of types and times of making reports
● Discuss the procedures to be followed in case of a spill when in port

Sample Questions
● Why is it imperative to make a report in case of an oil spill?
● To whom will you make the report?
● At what times will you make the report?
● State the items that you will include in the reports.
● State the six immediate actions you will take in case of a spill while in port.

4.5 Air pollution 0.5 hour

This is a matter of growing international concern. Rules to control air pollution are included
in a new Annex VI to MARPOL, which will enter into force 12 months after the date in which
it has been accepted by not less than 15 states, the combined tonnage of which is not less
than 50% of the world’s fleet. Trainees should be made aware that there may be local or
national rules, which must be complied with. Refer to section 4.6 of appendix 1 for further
information.

Key Concepts
1. Causes and prevention of air pollution on board a tanker

91

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Lecture Suggestions
● Describe the reason for the importance of the issue of air pollution
● Discuss that shore industries are already tackling the issue of air pollution and that
now it is the turn of the marine industry to put a check
● Discuss that Annex VI of MARPOL now covers air pollution. This Annex came into
force on 19th May 2005. The Baltic Sea area is a special area under Annex VI
● Describe the areas where vapours can cause an air pollution and the containment
procedures

Sample Questions
● What are the sources of air pollution on a tanker?
● What procedures are employed to contain air pollution from a tanker?
● Under what international regulation is air pollution covered now?
● Which sea area is a special area under the aforementioned regulation?

5 Oil tanker design and equipment

5.1 Construction 0.5 hour

As indicated earlier, construction requirements reflect both safety and environmental

considerations. Both approaches are spelled out in the detailed teaching syllabus. Refer to
both SOLAS 1974 (R1) and MARPOL 73/78 (R2.1). Section 4 of appendix 1 contains useful
supplementary information insofar as part of it concerns environmental matters.

Safety considerations

Key Concepts
1. An idea of the placing of cargo spaces, accommodation and the navigation
bridge
2. The principle governing such a placement

Lecture Suggestions
● Discuss the division of a tanker from safety point of view
● Discuss the importance of cofferdams as a means of separation
● Give a description of the maintenance of fire integrity on board a tanker

Sample Questions
● How is an oil tanker divided and what means are used for such a division?
● How is the accommodation protected?

92

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

Environmental considerations

Key Concepts
1. Protection of the marine environment achieved through the positioning as well as,
types of ballast tanks and COW
2. Rules governing existence of COW on a tanker
3. Enhanced inspection program

Lecture Suggestions
● Discuss in some detail the concept of SBT and CBT
● Ensure that the students are aware of the SBT, CBT and COW requirements as per
MARPOL
● Touch briefly on how COW contributes to the protection of the marine environment
(this is discussed in detail at a later stage)
● Discuss the enhanced inspection programme for oil tankers

Sample Questions
● What are SBT and CBT? Why are they so named?
● What is the basic difference between the two and state the advantages of SBT
over CBT?
● What are the criteria used to determine the size of SBT and CBT?
● What is the MARPOL requirement governing SBT and CBT?
● What is COW and how does its operation contribute to the protection of the marine
environment?
● What is the MARPOL requirement governing COW?
● What is an enhanced inspection programme for an oil tanker?

5.2 Pumping, piping and discharge requirements 1.5 hours

Pipeline configurations and cargo pumps are matters subject to commercial considerations.
Trainees should be made familiar with the different options available and their advantages
and disadvantages. MARPOL 73/78 lays down requirements with respect to the overboard
line and the stripping of pumps and pipelines. Trainees must be made aware that the choice
of the high or low overboard line is governed by that Convention.

Key Concepts
1. Types and sizes of tankers
2. Free-flow and pipeline tankers
3. Stripping system
4. Valve systems used on tankers

93

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Lecture Suggestions
● Give a brief description on the evolution of the tanker
● Give details of the six sizes of tankers in existence today: ULCC, VLCC, Suezmax,
Aframax, Panamax and handysize
● Discuss the types of piping system that may be found on tankers
● Describe the details of stripping system and how does it contribute towards the
protection of the marine environment
● Explain the functions of various types of valves used on a tanker

Sample Questions
● How many sizes of tankers exist today? Give details of their sizes.
● What are the two types of piping that can be found on a tanker?
● What factors govern the type of piping on board a tanker?
● Can you give details of the stripping system on a tanker with respect to its piping
and operation?
● What type of pump is used for stripping system?
● Name the four types of valves that are used on a tanker. Give a brief explanation.
● What is an eductor and in what circumstances is it used?

5.3 Cargo heating systems 0.5 hour

Refer to B2.

Key Concepts
1. Circumstances under which it may be required to heat a cargo on a tanker
2. Means used for heating
3. Types of material used for heating coils
4. Slop-tanks and heating

Lecture Suggestions
● Discuss the process of heating cargo on a tanker
● Give details of methods of heating the cargo and the medium used
● Describe the precautions to be taken while using steam
● Explain the reason for heating the slop-tanks

Sample Questions
● Can you name the four types of oils that require heating?
● Which medium is used for heating?

94

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● What wear and tear can be expected in the coils when using the aforementioned
medium for heating the cargo?
● Why is heating required for slop-tanks?

5.4 Venting arrangements 1 hour

Venting arrangements are subject to SOLAS 1974, and the detailed teaching syllabus refers
to the relevant regulations of that Convention.

Key Concepts
1. Instances when petroleum gases can be expelled from a cargo tank
2. Importance to ensure its dispersion
3. Means used to disperse the petroleum gases so generated

Lecture Suggestions
● Discuss the instances when petroleum gases can be released on board a tanker
● Explain the types of gases that can accumulate
● Describe to the students the means of venting to disperse the accumulated
gases
● Inform them that as per the new SOLAS amendments a tanker now requires a
secondary means of venting
● Explain that cargo tank venting is an exclusive operation
● Discuss that venting the cargo tanks can be independent for each tank or can be
a combination arrangement for more than one tank
● Discuss the precautions to be undertaken to ensure to prevent the cargo from
rising in the ventilation pipes
● Make the students understand the requirement for a p/v valve

Sample Questions
● When does petroleum gas have the potential to be accumulated on board?
● What do you think can be the hazard in the accumulation of such a gas?
● What will you do to disperse such petroleum gas?
● How many types of venting arrangement exist on board?
● What does the new SOLAS amendment say in this regard?
● What precautions will you take in using the venting system?
● What is the function of a p/v valve?

95

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

5.5 Level gauges 0.5 hour

Overflows of cargo tanks carry safety, as well as environmental, implications; level gauges
constitute important equipment to prevent such overflows. In addition, accurate measurements
are necessary to avoid disputes on cargoes carried. Section 5 of appendix 1 contains useful
information on the different types of gauges commonly used on oil tankers.

Key Concepts and Lecture Suggestions

1. Discuss the nine type of gauges used on a tanker
2. Testing the accuracy of the gauges

Sample Questions
● Random explanation of the nine gauges by the students

5.6 Environmental protection equipment 4 hours

The detailed teaching syllabus indicates the knowledge, which should be acquired by
trainees. The requirements for oil tankers have been set out in Annex I of MARPOL 73/78
(R2.2). Additional information on the working principles of the equipment is contained in
appendix 1, section 4.5. Requirements with respect to equipment and test specifications of
oil discharge monitoring and control equipment may be found in the IMO publication Oily-
water Separators and Monitoring Equipment, referred to as R9.

Key Concepts
1. Equipment used to contribute towards the protection of the marine environment

Lecture Suggestions
● Describe the oil discharge monitor in detail
● Discuss the importance of proper functioning of the equipment and records
maintained in the ORB
● Explain the various principles involved in measuring the oil content

Sample Questions
● What does the usage of oil discharge monitoring equipment achieve?
● What does the system tell you?
● What will you do in case the system malfunctions?
● What entries will you make regarding the functioning or malfunctioning of the
system and where will you make the entries?
● What are the five principles of measuring the oil content?
● What does the LOT procedure depend upon?

96

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

6 Oil tanker operations

Like oil tanker construction and equipment, oil tanker operations involve safety, environmental
and commercial considerations. The detailed learning objectives indicate what the student
should be able to do, but the instructor must fall back on his experience to teach the subject.
The emphasis should be on safety, and accidents with oil tankers should be discussed to
establish what went wrong. Reference B1 provides much of the safety-related information.
Section 4 of Appendix 1 deals with operations aimed at pollution prevention. Reference B2
also deals extensively with operations. Additional information on cargo calculations may be
found in section 6 of appendix 1. In particular, the section on Operations is very suitable
for, application of a liquid cargo-handling simulator to practise the various procedures
involved. Reference is made to the dedicated Model Course 2.06 Cargo and Ballast-handling
Simulator.

An example of the exercise format and description, which can be applied, to set up such
a simulator course is given in Appendix 5 to the Instructor Manual. Use of a simulator for
training is not a mandatory requirement. See guidance on the use of simulators for training in
reference R7, Section A-I/l 2.

6.1 General precautions 1 hour

Superstructure, pump-rooms, cargo hoses

Key Concepts
1. Securing the accommodation from flammable gases
2. Processes for securing ullage and tank-washing ports as a means to prevent the
release of hydrocarbon gases
3. Precautions against drainage of cargo lines
4. Proper check and use of cargo hoses

Lecture Suggestions
● Discuss with the students the importance of isolating the accommodation at all
times, by checking the accommodation space ventilation and adjusting the air-
conditioning system, to prevent any flammable gas entering
● Discuss the risk of unnecessary crafts coming along side in port
● Explain that only the relevant openings, during specific operations, be kept open
and the others kept shut
● Describe that the drainage of lines into the pump-room bilges creates a risk of
flammable gases in the pump-room
● Discuss in detail the checking of cargo hoses prior to its use
● Discuss the importance of insulating flange with the cargo hose

Sample Questions
● Why is it important to isolate the accommodation at all times?

97

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● What procedures will you undertake to achieve the above?

● What precautions will you take on deck with regard to various openings while
carrying out specific operations on deck?
● Why is it dangerous to drain the cargo lines into the pump-room bilges?
● Although the provision of hoses is the responsibility of the terminal, what checks
will you make prior to accepting them to handle cargo?
● What kind of insulation will you ensure while connecting the cargo hoses?

6.2 Loading and discharging operations 3 hours

Key Concepts
1. Relationship of specific gravity and temperature
2. Units of measurement
3. API Scale
4. Methods of calculation of the volume/weight of cargo
5. Loading and discharging precautions

Lecture Suggestions
● Revise the concept of specific gravity (SG) and that SG of oil changes with
temperature
● Describe the principle behind the need to calculate the volume of oil at a standard
temperature of 15°C
● Explain the alternative method of calculation, by the oil industry, using the API
scale
● Make the students aware of the various units of measurements used for measuring
weight and volume
● Show a practical calculation and give an exercise to the students to calculate
volume and weight of cargo using tables
● Show a practical calculation for ROB/OBQ
● Discuss the precautions to take while loading and discharging. This should include
inter alia the stability, bending moments and shear force on one hand and line
checks on the other

Sample Questions
● What do you understand by SG and how does SG of oil vary with temperature?
● At what temperature of oil are all the calculations made? What is the temperature
used by the shore terminals normally?
● What do you understand by the API Scale?
● Are you aware of the units that you will find being used by the oil industry for
calculating the volume of oil? State the three units each of volume and weight

98

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● What are the dangers involved in terms of stability and stresses while loading and
discharging? What precautions will you take to overcome these dangers?

6.3 Ballasting and de-ballasting 1 hour

Key Concepts
1. The requirement for carrying ballast on a tanker and the principles of ballasting
2. The delicacy of handling dirty ballast and the discharge provisions
3. Clean and segregated ballast capacity and usage
4. Introduction to Crude Oil Washing (COW)
5. Load on Top (LOT) procedures

Lecture Suggestions
● Explain as to why ballasting and de-ballasting is a delicate operation on tankers
and augurs high level of seriousness and professionalism
● Discuss the stages, and subsequent precautions to be taken while undertaking
ballast/de-ballast operations
● Discuss the evolution of SBT and CBT and what is their purpose
● Also discuss the operations to be undertaken while handling segregated and clean
ballast
● Describe the processes of handling dirty ballast such as LOT procedures
● Discuss the procedures, with respect to regulations, for the discharge of dirty
ballast
● Discuss, only briefly (as the same is dealt with in detail later), the COW operations

Sample Questions
● Why, in your opinion, handling of ballasting operation is an important issue that
leaves virtually very little room for error?
● At whose discretion is the quantity of ballast taken on board?
● What are the deciding factors that are taken into consideration while taking
ballast?
● In which tanks is ballast taken?
● What type of ballast results in non-designated ballast tanks?
● How will you handle this dirty ballast?
● Can you explain the entire LOT procedure?
● How does LOT procedure help in protecting the marine environment?
● What do you understand by clean and segregated ballast?
● What is COW and what does it achieve? Who developed this concept of COW?
(Answer: the oil industry in the 1970s)

99

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

6.4 Tank cleaning 1 hour

Key Concepts
1. Reasons for the tanks to be cleaned
2. Methods of handling the cleaning operation that is, using a closed or open cycle
wash
3. Types of medium used for cleaning
4. The machines used for cleaning – fixed or portable
5. Generation of hydrocarbon gas during tank cleaning operation
6. Electrostatic hazard while tank cleaning

Lecture Suggestions
● Discuss with the students in bit of a detail as to the reasons for tank cleaning
● Describe the importance of the operation that tank cleaning requires efficient
handling of the large amount of dirty ballast so generated
● Discuss the methods of dealing with the dirty ballast
● Describe the various mediums used in cleaning a cargo tank
● Explain the reasons of the presence of hydrocarbon gases while undertaking a
tank cleaning operation
● Explain the presence of electrostatically charged atmosphere that can be present
and the precautions to be taken

Sample Questions
● Why is tank cleaning a tedious operation and requires a high level of expertise?
● What does tank cleaning generate?
● How will you handle the large amount of dirty ballast so generated?
● What is a closed and open cycle wash?
● How will you choose which cycle to use?
● What are the types of machines used for tank cleaning?
● What are the three types of mediums used for tank cleaning?
● How is hydrocarbon gas generated during a tank cleaning operation?
● What causes the presence of an electrically charged atmosphere to be present in
such an operation?
● What precautions will you take to handle the hydrocarbon gas as well as the
electrically charged atmosphere?

100

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

6.5 Slop-tank operations 1 hour

Key Concepts
1. Slop-tanks and effective LOT procedures
2. Decanting and use of Oil Discharging Monitor (ODM)
3. Heating the slop-tanks
4. Regulations governing the discharge from slop-tanks

Lecture Suggestions
● Explain the relationship between LOT procedures and slop-tanks
● Discuss the regulations governing slop-tank operations
● Discuss the process of decanting and subsequent use of ODM
● Ensure that the students are well aware of discharge requirements
● Describe why heating is sometimes done in a slop-tank and what does it achieve

Sample Questions
● What is the relationship between tank cleaning, slop-tank and LOT procedure?
● Although we have discussed in the past, but can you detail the discharge stipulations
required by the law?
● What is decanting?
● What parameters will you feed in the ODM prior to its operation?
● When you heat the slop-tank – what will you achieve in doing so?

6.6 Purging and gas freeing 1 hour

Key Concepts
1. Reasons for gas freeing a tank
2. Concept and methods to achieve gas freeing
3. Precautions for the accommodation while gas freeing operation is undertaken
4. Importance of constant monitoring of tank atmosphere despite gas freeing

Lecture Suggestions
● Discuss with students the need for gas freeing of tanks
● Explain the concept of gas freeing with the aid of the flammability diagram. Ensure
that the concept of the diagram is absolutely clear to all the students
● Delineate the importance of ensuring that the accommodation is isolated
during gas freeing operation and venting of gases is done by approved venting
arrangements

101

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● Stress that a constant monitoring of the atmosphere is imperative despite the gas
freeing operation

Sample Questions
● Why is gas freeing of tanks necessary and what do you achieve? What is at
stake?
● How is gas freeing achieved? Describe the two methods
● Why is it important to isolate the accommodation while gas freeing?
● Why is it required that the tank atmosphere be constantly monitored even though
gas freeing has been conducted?

6.7 Ship/shore liaison 1 hour

Key Concepts
1. Essential nature of communication between ship and shore
2. Free flow of information prior to commencing cargo work
3. Written confirmation from ship and shore
4. Comprehension of items on a checklist by both ship and shore personnel

Lecture Suggestion
● Explain that communication between the ship and the shore is a delicate affair and
nothing should be taken for granted
● Explain that information sharing between the shore and the ship should flow
smoothly and pre-decided. Any possible hiccups should be cleared at the first
instance but in any case prior to starting cargo operation
● Stress the need for having it in written confirmation from both ends regarding the
entire process of cargo handling
● Stress that the shore as well as, the ship checklist should be discussed and there
should be a joint communiqué

Sample Questions
● Why is it necessary to establish proper communication between the shore and the
ship personnel? What is endangered in the absence of a proper communication?
● What will you do to ensure a smooth flow of information both ways?
● Are you aware that it is required to have it in writing, and give it in writing, that all
areas of cargo operation have been properly understood?
● Are you aware that the ship as well as the shore checklist should be properly
discussed between both the parties?
● Will you commence cargo operation if you feel that there is a lacuna existing in the
communication between the ship and shore?
● What will you do in such a scenario?

102

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

7 Cargo and ballast pumps

Under this heading, the trainee may be instructed on pump theory and the dangers of pressure
surges. This instruction is valuable under-pinning knowledge. Appendix 1, section 7 contains
notes on pump theory and characteristics. Reference B1 deals extensively with pressure
surges, which are a safety hazard.

7.1 Pump theory and characteristics 1 hour

Key Concepts
1. Atmospheric pressure and pump suction
2. Ideal situation and actual situation with respect to pump suction
3. Factors influencing the suction of a pump
4. Effect of trim on pump suction
5. Quantity of liquid in a tank and its effects on pump suction
6. Cavitation of a pump
7. Different types of pumps, and their working, on board a tanker
8. Explanation of terms such as, head, NPSH and design point

Lecture Suggestions
● This is a section, which requires that the students understand the theory as well as,
the practice of operating pumps. Therefore, it should include the various parameters
that effect the functioning of a pump such as:
– atmospheric pressure
– the trim
– quantity of liquid in a tank
– other factors
● Describe what the ideal situation is with regard to the suction of a pump and the
factors that prevent the ideal situation
● Describe the working principles of various pumps (deep well, centrifugal,
reciprocating, simplex and duplex pumps)
● Explain the terms used in the functioning of a pump
● Discuss what is cavitation of a pump

Sample Questions
● What are the factors that affect the pump suction?
● What are the factors that reduce the efficiency of a pump?
● Give a description of the principle of four types of pump
● What do you understand by the terms head, NPSH and design point?

103

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● What is meant by cavitation of a pump? What will you do in case cavitation occurs
and what precautions would you take?

7.2 Pressure surge 1 hour

Key Concepts
1. Reasons for a pressure surge
2. Consequences of pressure surge
3. Valve operation and pressure surge
4. Prevention of pressure surge

Lecture Suggestions
● Delve into with some detail the reasons for a pressure surge and what should be
done to prevent it as well as action when a surge is discovered

Sample Questions

● Explain the principle of pressure surge and what happens when pressure surge
takes place.

● What will you do when you discover a pressure-surge taking place?

● Are you aware that valve operation has to be carried out carefully to prevent a
pressure surge?

8 Emergency procedures 2 hours

These procedures are shown in reference B1. Appendix 1, section 8 describes the different
emergency alarms and other important alarms on board oil tankers.

8.1 – 8.4
Emergency plan, emergency alarms and emergency organization,
action on discovering an emergency 0.5 hour each

Key Concepts
1. Types of emergencies encountered on a tanker
2. Importance of emergency plans
3. Types of emergency plan
4. Information contained in various emergency plans
5. Types of alarms and their identification
6. Effectiveness of emergency planning is based on an effective emergency
organization

104

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

Lecture Suggestions
● Stress on the fact that no emergency can be tackled without the existence of an
effective emergency organization, effective planning and continuous practice to
execute the plan
● Delve on the various emergencies and subsequent plans and their contents
● Ensure that the students are certain about the various alarms on board
● Discuss the actions on discovering an emergency

Sample Questions
● Are you aware of the various emergencies that can occur on board a tanker, be it
affecting human health, property and the marine environment?
● Why do you think it is imperative to have an emergency plan?
● What is achieved by the existence of an emergency plan?
● What does an emergency plan contain?
● What are the components of an emergency organization?
● Are you aware that without an emergency organization, an emergency plan cannot
be effective?
● How will you judge the effectiveness of an emergency drill on board?
● Can you identify the various emergency alarms on board a tanker?
● What action will you take on discovering an emergency, while at sea or when in
port?

9 Inert Gas Systems (IGS)

Refer to R3 and appendices 3a and 3b. This part of the course is not required for those
persons who are to take charge of cargo and operations on tankers not fitted with IGS and
whose certificates on completion of training are so endorsed.

9.1 General 0.5 hour

Key Concepts
1. Legal requirements on tankers to be provided with IGS
2. Relationship of COW and IGS
3. Concept of IGS on tankers

Lecture Suggestions
● Explain which tankers are required to be fitted with IGS and what are the
exceptions
● Describe in detail what is meant by inert gas and describe its functions in relation
to the flammability diagram

105

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● Discuss what the inert gas is supposed to do

Sample Questions
● Which tankers should have an IGS on board?
● What are the exceptions as per international law with regard to IGS?
● What do you understand by IGS? Can you show on the flammability diagram how
does the usage of inert gas reduce the flammable atmosphere in a tank?
● State the four functions of IGS.

9.2 The inert gas system 0.5 hour

Key Concepts
1. Main functions and quality of inert gas
2. Ingress of air and maintenance of positive pressure of inert gas and
3. Dangers associated with the malfunctioning of inert gas

Lecture Suggestions
● Describe the main features of an inert gas system
● Explain the meaning of a good quality of inert gas
● Discuss the relationship between the backflow of air into a tank and the maintenance
of positive pressure of inert gas
● Discuss in some detail the consequences of a malfunction in the inert gas system

Sample Questions
● What should an inert gas system do?
● What are the constituents of a good quality of inert gas?
● Where is the gas cooled and scrubbed?
● What will happen if a positive pressure of inert gas is not maintained?
● What is a back flow of inert gas into the generating plant and what precautions will
you take to prevent the same?
● What will happen if the inert gas system malfunctions?

9.3 Inert gas plant 0.5 hour

Key Concepts
1. Sources of inert gas on board
2. Purpose of an inert gas plant
3. Flue gas from boiler and inert gas

106

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

4. Inert gas uptake valve and its location

5. Specific materials used for inert gas piping and its valves

Lecture Suggestions
● Discuss in some detail the various sources of generation of inert gas on board
● Discuss the main purpose of an inert gas plant
● Describe in detail usage, and precautions, if the flue gas from the boiler is being
used as inert gas
● Briefly discuss the function of an uptake valve and the importance of its location
● Briefly discuss the reason for specific materials used for the inert gas valves and
piping

Sample Questions
● How is inert gas produced on board?
● What are the considerations, and precautions, to be taken while using flue gas
from the boiler as inert gas?
● What is the function of an inert gas uptake valve and what is the importance of its
location?
● Why only specific materials are used for the inert gas uptake valve and the
piping?

9.4 Scrubber, Inert Gas Blowers, Inert Gas Pressure-regulating Valves 1 hour

Key Concepts
1. Functions, working and construction of a scrubber unit
2. Corrosion and the scrubber unit
3. Instrumentation and alarms of the scrubber
4. Number and capacity of inert gas blowers
5. Dual purpose of inert gas blowers
6. Reasons for corrosion of the blowers and the importance of timely inspections
7. Alarm systems and automatic shut down
8. Functions of the pressure-regulating valve
9. Control of the pressure-regulating valve and the subsequent control if inert gas
flow into the tanks
10. Monitoring of inert gas pressure
11. Alarm system

Lecture Suggestions
● Discuss in detail, with the aid of sketches, the functions of a scrubber unit

107

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● Discuss in detail the association of corrosion with the scrubber unit

● Ensure that the students are aware of the instrumentation and alarms associated
with a scrubber unit
● Discuss the number of blowers that are required and the circumstances when this
number can be reduced
● Explain the minimum capacity of the blowers and the importance of the stated
capacity that has been set
● Describe the dual status of the inert gas blowers and the circumstances where it
can be used otherwise
● Discuss the reasons as to why there is a potential for severe corrosion of the inert
gas blowers
● Ensure that the students are aware of the alarm systems associated with the
blowers and the conditions under which an automatic shut down will take place
● Discuss the two functions of the pressure-regulating valve
● Describe the details of various methods used for operation of the pressure-
regulating valve to regulate the inert gas pressure
● Explain the importance of monitoring the inert gas pressure
● Ensure that the students are well aware of the alarm system associated with the
monitoring of the inert gas pressure

Sample Questions
● What is a scrubber?
● What kind of gas do you think would be sent to the tanks in the absence of a
scrubber unit?
● Will such a gas be safe as inert gas for use?
● Why is corrosion associated with the scrubber unit?
● What is done to minimize the corrosion of the scrubber unit?
● Are you aware of the various alarms associated with the scrubber unit?
● How many inert gas blowers are to be on board?
● Under what conditions this number is reduced?
● The blowers have a minimum capacity. What is the reason for this? What does the
minimum capacity of an inert gas blower accomplish?
● What is the reason of excessive corrosion of inert gas blowers? How will you
inspect for this?
● Are you aware of the alarm system associated with inert gas blowers?
● Under what circumstances will the inert gas blower have an automatic
shutdown?
● What in your opinion are the main functions of a pressure-regulating valve?

108

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● What are the various methods used in handling the pressure-regulating valve to
control the pressure of the inert gas?
● Why is it important to monitor the inert gas pressure? What are the aspects that
you would be keeping an eye on?

9.5 Non-return devices 0.5 hour

Key Concepts
1. Reasons for non-return devices
2. Types of non-return devices
3. Functions and functioning of different types of seals
4. Deck water seal
5. Heating of water seals
6. Location of seals on deck
7. Deck isolation valve
8. Associated alarm system

Lecture Suggestions
● Discuss in detail the reason for having non-return devices and the types of non-
return devices that there are on tankers
● Discuss in some detail the functions of various types of seal
● Describe the water seal in detail and the functioning of the same in terms of heating
and inspection
● Give an understanding to the students of the location of the seal
● Explain the deck isolation valve and its location on board
● Ensure that the students are well aware of the alarm system associated with the
water level in the deck water seal

Sample Questions
● Why is there a need on tankers to have a non-return device?
● What are the various types of non-return devices? How do they function?
● What is the location on board of the non-return devices?
● What is a deck-water seal?
● Why is it required to provide heating to the water seal and under what circumstances
is it done?
● Under what circumstances will the alarm sound with regard to the deck water
seal?
● What is a deck isolation valve?

109

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

9.6 Inert gas distribution and venting 1 hour

Key Concepts
1. Distribution system of inert gas
2. Venting systems
3. Piping arrangement for inert gas and venting
4. Function and provisions of inert gas distribution and venting systems
5. P/V breaker

Lecture Suggestions
● Discuss the main points of the inert gas distribution system for example, what
does it contain
● Discuss the functions of isolating valves and the inert gas piping that can double
as vent piping
● Describe in detail what the inert gas and the venting system must allow for
● Discuss what provisions are available to achieve the aforementioned allowance
● Explain the functions of a p/v breaker and the precautions associated with its
function

Sample Questions
● What are the three main parts of the inert gas distribution system?
● How are the tanks isolated from the inert gas system?
● What is the other function of the inert gas piping?
● Which are the other venting systems available?
● What are the six operations that the inert gas and venting system must be able to
accomplish?
● What are the four provisions available to achieve the aforementioned operations?
● What is a p/v breaker and what are its functions?

9.7 Gas-analysing, recording and indicating equipment 0.5 hour

Key Concepts
1. Oxygen analyser
2. Sampling points location
3. Catalytic-filament principle and its limitations
4. Use of portable instruments and earthing

Lecture Suggestions
● Explain the purpose of gas analysing instruments such as an oxygen analyser

110

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● Discuss the principle involved in the specific location of sampling points

● Ensure that the students are aware of the importance of earthing a portable
instrument

Sample Questions
● What is an oxygen analyser?
● What precautions will you take prior to using a portable instrument and why?
● What are the limitations of instruments based on the catalytic-filament principle?

9.8 Operations 2 hours

Key Concepts
1. Starting and shutting down procedures of the inert gas plant and the subsequent
precautions
2. Ballast operations involving cargo tanks and inerting
3. Padding and inert gas pressure
4. Discharge operations and inerting
5. Monitoring of inert gas pressure while simultaneous cargo and ballast operations
6. Checking quality of inert gas prior to its usage
7. Combination carriers and inert gas

Lecture Suggestions
● Discuss in complete details the starting and shutting down procedures of an inert
gas plant. Please emphasize the importance of strict adherence of safe procedures
while undertaking inerting operations
● Discuss the precautions to be taken during the entire inerting process whether it is
during loading, discharging, ballasting or while sounding or sampling a tank
● Describe the process of inert gas containment between two tanks
● Emphasize the importance of constant monitoring of inert gas for quality as well
as, pressure

Sample Questions
● Can you state in systematic detail the starting and shutting down procedure of an
inert gas plant?
● Can you list the precautions to be adhered to while undertaking the aforementioned
operation?
● What specific precautions will you take prior to ballasting a cargo tank with respect
to inerting?
● What is padding the void space above the cargo and its relation with the inert gas
pressure?

111

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● What will you do to monitor the inert gas pressure when simultaneous cargo and
ballasting operations are underway?
● Why is it important as well as, imperative to check the quality of inert gas prior to
its usage?
● What operational procedures are required for inerting on a combination carrier?

9.9 Meters, indicators and alarms 0.5 hour

Key Concepts
1. Types of meters
2. Various locations of meters
3. All the alarms for the inert gas system
4. Alarms on board the combination carriers with regard to inert gas system

Lecture Suggestions
● Ensure that the students are fully aware of various meters, with regard to the inert
gas system, in different locations whether it is the navigating bridge, engine control
room or the cargo control room
● Ensure that the students are fully aware of various alarms, with regard to the inert
gas system, in different locations whether it is the navigating bridge, engine control
room or the cargo control room
● Discuss briefly the special alarms with respect to the inert gas system on combination
carriers

Sample Questions
● Which are the three main aspects of the inert gas system operation for which
meters are required?
● Which are the main areas where you will find the aforementioned meters?
● What are the alarms specific to the inert gas operation that you will find in different
locations?
● What special alarms are provided on combination carriers with regard to inert
gas?

9.10 Emergency procedures 0.5 hour

Key Concepts
1. Emergency procedures in the event of non-availability of inert gas be it while
loading, discharging, ballast operations or gas freeing

Lecture Suggestions and Sample Questions

● Give details of procedures and precautions that the students should follow in the
event of non-availability of inert gas. Please take one issue at a time such as,

112

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

lack of good quality inert gas, insufficient pressure or, complete failure of the inert
gas system. The situation warrants a complete understanding, and therefore an
increase in the level of confidence on part of students, to be able to handle such
an emergency. The questions to be put to students should be on the same line.

9.11 Maintenance and testing 0.5 hour

Key Concepts and Lecture Suggestions

1. Inspections and checks to be maintained on the six areas of inert gas generation
and distribution

Sample Questions
● Can you write down, in a systematic order, the list of checks that you will make on
the following areas of inert gas operation?
– inert gas scrubber
– inert gas blowers
– deck water seal
– non-return valve
– scrubber effluent line
– alarms
● What, in your opinion, is the need for making periodic checks? What will you
achieve?

10 Crude oil washing (COW)

Refer to R4, as well as appendix 1, section 4, and appendix 4. During practical exercises
with tank-washing machines or in lectures, the opportunity should be taken to point out
where failures usually occur and how to remedy them. Similarly, this part of the course is not
required for those persons who are to take charge of cargo and operations on tankers not
fitted with COW. Certificates issued on completion of training should be endorsed to this
effect.

10.1 Introduction 0.5 hour

Key Concepts
1. Concept of COW
2. A requirement by international law for many crude oil tankers
3. Contravention of this requirement leads to fines
4. IOPP Certificate and COW

Lecture Suggestions
● Discuss the evolution of COW and its importance in the protection of the marine
environment and its advantages over other means of washing cargo tanks

113

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● Explain that COW is mandatory these days and that any contravention (not using
COW when certified to use) of the law leads to fines on the tanker
● Ensure that the students are aware of the IOPP Certificate and COW

Sample Questions
● What do you understand by COW? Who developed this technique (oil industry in
the 1970s)?
● How does a COW operation contribute in the protection of the marine
environment?
● Where will you find the information that your vessel is certified to use COW?
● What will happen, if certified, and COW operation is not carried out?

10.2 Design of COW systems 1 hour

Key Concepts
1. Compliance of COW to international specifications
2. Main components of COW system
3. COW and inert gas system
4. Effectiveness of a COW operation

Lecture Suggestions
● Discuss briefly the specifications under which the COW system is governed
● Describe in detail the main components of the COW system
● Explain why inert gas is required to ensure a smooth COW operation
● Discuss the COW operation and its effectiveness

Sample Questions
● What are the specifications of a COW system and where will you find the international
rule in this regard?
● What are the four main components of a COW system?
● Why is it imperative to have an inert gas system in operation while affecting a
COW?
● How will you judge the effectiveness of a COW?

10.3 COW piping 0.5 hour

Key Concepts
1. Permanent piping system for COW
2. Exceptions to this rule

114

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

3. Piping arrangements for COW with respect to other washing arrangements on

board

Lecture Suggestions
● Describe the piping arrangement for COW in detail and explaining that this is a
permanent arrangement on board barring a few exceptional cases
● Describe the piping arrangement of the COW in relation to the piping of other fixed
washing arrangements
● Discuss the precautions to be taken, by way of blanking off, when COW and
washing piping is combined

Sample Questions
● Do you understand the basic principle of COW piping?
● In which circumstances is the COW piping arrangement may not be permanent?
● What precautions will you take when the COW piping is combined with other piping
used for water washing?
● What precautions will you take when the aforementioned combined piping passes
through a heater?

10.4 Tank-washing machines 0.5 hour

Key Concepts
1. Fixed washing machines
2. Mounting of these machines
3. Types of washing machines
4. Operation of washing machines
5. Precautions while using and dismantling the washing machines

Lecture Suggestions
● Delineate to the students the type of washing machines used on tankers
● Discuss the options regarding the mounting of these machines
● Describe the types of washing machines used and a description of their individual
operation
● Discuss the methods of isolating the machines from its supply line
● Ensure that the students are aware of the precautions to be taken while using and
dismantling the washing machines

Sample Questions
● What types of washing machines are used on tankers?
● In how many ways can a fixed washing machine be mounted? Name them

115

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● How many types of washing machines are found on tankers? Name them
● What are the functions of the types of washing machines named above?
● How will you isolate the washing machine from its supply line?

10.5 Pumps 0.5 hour

Key Concepts and Lecture Suggestions

1. Types of pumps used for COW – cargo or dedicated pumps

Sample Questions
● When cargo pump is being used for COW, how will you ensure sufficient pressure
for COW?

10.6 Stripping systems 0.5 hour

Key Concepts
1. Effective stripping and COW
2. Positive trim, COW and stripping
3. Capacity of the stripping system
4. Remote monitoring of the stripping system
5. Small diameter line and the stripping system

Lecture Suggestions
● Explain that there is a close relationship between effective stripping and a COW
operation
● Discuss the importance of maintaining a positive trim for executing an effective
stripping operation that in turn will effect the COW operation
● Describe the capacity of the stripping system as 1.25 times the total throughput of
maximum number of all COW machines that can be used simultaneously
● Explain that a remote monitoring of stripping operation can be carried out from the
cargo control room and that this should be kept under a close watch
● Describe the function of the small diameter line to drain the cargo line and the
pumps

Sample Questions
● What is the function of the stripping system?
● How is it related to the COW operation?
● What affect has a positive trim on the stripping operation?
● What should be the capacity of the stripping system?

116

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● How will you monitor the stripping operation?

● What is the purpose of the small diameter line provided on tankers?

10.7 Operations 1.5 hours

Key Concepts
1. COW Manual and its usage
2. Factors affecting to conduct a COW operation
3. Taking ballast in cargo tanks and COW
4. Time frame for washing sludge tank
5. Fluid used for COW
6. Dry crude
7. De-bottoming and COW
8. COW and inert atmosphere in the tank
9. Tank atmosphere monitoring
10. Programming the washing machines for COW operation
11. Measuring effectiveness of COW
12. Time frame for completion of COW operation
13. COW and the subsequent entries in the Oil Record Book (ORB)
14. Unsuitable oils to conduct a COW operation
15. COW and Port State Control inspection

Lecture Suggestions
● Discuss the various parameters of COW Operations and Equipment manual
● Explain that the decision to undertake COW in a particular tank is dependent upon
whether ballast is being taken in the tank or not
● Further explain that taking ballast in a cargo tank is directly dependent upon
COW
● Discuss the tanks that are to have been cleaned using COW
● Discuss the time frame for cleaning a sludge tank
● Explain that it is only the dry crude that can be used for COW purposes and the
reasons behind its usage
● Describe the process of de-bottoming to ensure that dry crude is used for COW
● Reiterate the importance of maintaining an inert atmosphere while conducting
COW and how the failure of maintaining an inert atmosphere can jeopardize the
COW operation
● Discuss the checklist for COW

117

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● Discuss the ways to measure the effectiveness of a COW operation

● Explain the timeframe for the completion of COW operation
● Describe the entries that have to be made in the ORB with respect to COW
● Discuss briefly the crude oils that are not suitable for a COW operation and the
reasons behind it
● Ensure that the students are aware that the COW operation can be subjected to a
port State control inspection

Sample Questions
● Are you aware of the COW Operations and Equipment Manual? What does it
contain and how will you use it? What are the parameters you will find in the
Manual in deciding an effective COW operation?
● What are the deciding factors to carry out a COW operation in a tank?
● Which are the tanks that are crude oil washed?
● From where is the fluid taken to carry out a COW operation?
● What type of crude oil is used for a COW operation?
● What is the reason behind using only dry crude for COW?
● What do you understand by the term ‘de-bottoming’ and where is it used?
● Why is it important to maintain an inert atmosphere in the tank where COW is being
done? When will you stop the COW operation in relation to the inert atmosphere in
the tank?
● Can you state the items, in a systematic way, of the COW checklist?
● How will you measure the effectiveness of a COW operation?
● By what time should a COW operation be complete?
● Where will you make entries of a COW operation?
● Which type of crude oil is not suitable for a COW operation? Where will you find
this information?
● In a port, who can inspect a COW operation?

11 Management of risk on oil tanker

Risk, on an oil tanker, is closely associated with hazard identification, of ranking risks as
intolerable, tolerable or negligible, and of risk reduction. Risk management has today become
a key factor in a whole new approach to the culture of safety and environment protection on
oil tanker that a shipboard person should strive to promote. What is stressed in this section
is the importance of understanding instinctively what it means to develop and implement a
safety culture on oil tanker, which by its very nature incorporates a “consideration of risk”.
“Risk” on oil tanker is one of those terms to which it is difficult to pin a formal definition. It may
perhaps be easier to agree on a definition of what risk, and subsequently, risk management
is not. Risk management is not of unthinking compliance. It is not simply about ensuring that
the ship meets all the prescribed standards and all the necessary certificates are up-to-date

118

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

and in place. It is more than that. Compliance is, of course, a pre-requisite – a starting point.
But, beyond mere compliance is a mindset in which oil tanker personnel need to plan and set
their own performance standards – actively managing risk as a routine part of their everyday
work rather than just responding to external events. This is the beginning of risk management
on oil tanker. In a risk management process on board, every small action to minimize risk is
part of a cumulative process that ends in a safe and efficient operation.

11.1 Background 0.5 hour

Trainees should be made aware that most of the risk on oil tanker is part of the day-to-day
operations. The section explains the issue of risk management on oil tanker.

Key Concepts
1. Continuous presence of risk on oil tankers
2. Managerial decision to minimize risk on oil tankers

Lecture Suggestions
● Discuss the hazard and the intrinsic nature of oil
● Discuss the usage of management tool for minimization of risk

Sample Questions
● Is any oil or petrochemical product carried by a tanker free from risk?
● What is the relationship between the potential hazard and the way it is handled?
● What is the purpose of management tool for shipboard management in terms of
minimization of risk?

11.2 Definitions 0.5 hour

Under this heading, the trainee may be instructed on the meaning of risk assessment on oil
tanker.

Key Concepts
1. Risk on an oil tanker is a function of probability of a cargo spill and its consequences
on human health and the marine environment
2. Potential harm to the marine environment
3. Definition of risk in absolute terms
4. Risk Management as a part of management system on board

Lecture Suggestions
● Explain the defined limits of exposure and assessment of risk
● Delineate the steps of risk management

119

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● Discuss the various parameters and risk management

● Inform the concept of perception of risk on board

Sample Questions
● What is risk assessment in terms of oil carriage by sea?
● Against what limits should the risk be assessed on board?
● What is the main function of risk management on board an oil tanker?
● What are the factors that are considered while managing a risk aboard an oil
tanker?
● What are the three steps of risk management?
● What is risk perception and how does it relate to risk management?
● What does perception of risk indicate?

11.3 Risk assessment on oil tankers 1 hour

Things should be kept simple. The essential message is that risk on oil tanker is made up of
a range of issues. The relationship between the probability and the intensity of a potential
incidence happening should be explained.

Key Concepts
1. Lack of understanding by shipboard personnel of the existence of risk in a scientific
manner
2. Management of risk on an oil tanker rests both with the individual as well as, with
the team

Lecture Suggestions
● Discuss in detail the risk considerations at the time of loading and discharging
● Inform the students that there has to be a clear cut awareness of risk among ship’s
personnel
● Explain that clear instructions for cargo stowage goes a long way in minimizing the
risk
● Make the students aware that risk management is ultimately a responsibility of
each individual

Sample Questions
● What are the risk factors to be considered at the time of loading and discharging?
● What is the potential risk of mishandling an oil cargo?
● Ultimately, where does the ‘buck stop’ in terms of risk management on board an
oil tanker?

120

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

11.4 Risk assessment process 1 hour

The section divides the different levels of risk into a number of categories, each of which
should be dealt with in some detail. It is only by understanding the different aspects of risk
that measures to manage the risk will be fully appreciated.

Key Concepts
1. Identification of hazard in relation to presence of toxic vapours
2. Number of hazards in relation to levels of toxicity of the cargo
3. Critical dose and the time component
4. Knowledge of properties of oil/petrochemical and subsequent assessment
5. Anticipatable and accidental exposure
6. Spill and exposure control and monitoring
7. Managing risk in terms of potential and the acceptable level
8. Continuous monitoring of risk

Lecture Suggestions
● Describe how to prepare a hazard profile vis-à-vis toxicity of an oil cargo
● Describe the different hazards that exist on an oil tanker
● Explain what is a critical dose
● Explain how do you identify the critical dose of an oil cargo
● Discuss what role does the time component play with regard to exposure
● Discuss the exposure assessment based on oil properties
● Describe what are different categories of exposure
● Also delineate the limitations of calculation in types of exposure on board
● Explain that the sole purpose of all of the above discussions is to sensitize the
student, in a scientific manner, regarding the levels of risk that exists on board
a tanker and that how important it is to ensure the minimization of risk at every
level

Sample Questions
● On what factors is the hazard dependent on an oil tanker?
● What is meant by critical dose in relation to an oil cargo?
● Where does the time factor come in relation to the critical dose?
● How do you assess the exposure limit? Where will you find this information?
● What are the two types of exposures?
● What is the difference?

121

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

11.5 Risk management in practice 1 hour

Trainees should be made aware that most of the risk on oil tankers is caused during the
day-to-day operations. For instance, there is a distinct difference between risks in port and
at sea on oil tanker. At this stage, the awareness for trainees is most important that the
aim is towards risk reduction. The prioritization of risk helps in the decisions regarding risk
management on oil tankers, and this is achieved by a good knowledge of an understanding
of the acceptability of risk on oil tanker.

Key Concepts
1. Aim of risk management – risk reduction
2. Complex nature of risk management on board
3. Scientific, technical and legal aspects of risk management on board
4. Risk management and law – international, flag State (national) and port State
(local)
5. Acceptability of risk
6. Difficult decisions in risk management
7. Zoning of risks

Lecture Suggestions
● Describe the processes for reducing of risk
● Discuss the practical difficulties of risk management on a tanker
● Explain that to a large extent, the control of risk is assisted by legislation
● Discuss the role of oil industry in control of risk on board. Give example of LOT
procedures that were developed by the oil industry in the 1960s, the COW also
developed by the oil industry in the 1970s, the technical details available at ITOPF on
oil hazards and containment of spill. These are just a few of the many examples
● Discuss the limits of acceptance of risk
● Explain the difficult parameters in risk management and discuss that the real
acumen of the shipboard management will be tested from time to time in managing
the difficult situations where the level of risk involved is very high as well as, the
level of safety expected is also very high
● Discuss the limits and limitations of zoning of a risk and reiterate that this acts as
a tool for the management of risk on board

Sample Questions
● What does risk management finally entail?
● Why is risk management considered a complex issue on a tanker?
● What are the scientific, technical and legal aspects to be considered in managing
risk on board?
● What are the different tiers of rules that help in managing risk on board?

122

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

● What is the meaning of acceptability of risk?

● How is this factor decided upon?
● What is zoning of risk associated with on an oil tanker?
● Can you define the four risk zones?
● What zone of risk would be considered acceptable in a worst-case scenario?

12 Contingency Planning

Careful planning is an essential preparation for any successful operation, especially an

emergency one. Response to accidental spillage of oil is a typical example. Many people
may be affected by an oil spill and shipboard personnel on oil tanker have duties to perform
apart from the task of physical clean up. The ships therefore carrying oil in bulk have a
responsibility to protect the personnel on board and the environment from the adverse effects
of marine pollution and to minimize those effects where protection is not possible. The aim
of contingency plan is to outline the arrangements for responding to oil spills in the marine
environment, with the aim of protecting personnel health and the marine environment from
oil pollution or, where this is not possible, to minimize its effects.

It is imperative to understand that the mode of transportation is not important. Transportation

of oil is in itself a risk and the presence of risk is indicative of the need of an emergency
plan.

This section stresses the point to the trainees that the primary purpose of contingency
planning is to be prepared to respond to abnormal events when they occur. The effectiveness
of any contingency plan also depends on the personnel regularly exercising their respective
roles and responsibilities.

Key Concepts (for the three sub-sections)

1. Risks involved in case of an incidence involving an oil spill
2. Reputation at stake
3. Oil release into the marine environment
4. Fundamentals of effective management of an oil spill
5. Preparation of a contingency plan on board
6. Response teams
7. Communications
8. Oil spill recovery equipment on board
9. Contingency drills

12.1 General 0.5 hour

Every oil tanker can experience a serious incident that can prevent it from continuing normal
operations and this can be wide-ranging.

123

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

The shipboard personnel on oil tanker have a responsibility to recover from any such incidents
in the minimum amount of time and with minimum disruption in operations. It requires careful
preparation and planning. This section deals with the process of contingency planning in its
entirety.

Lecture Suggestions
● Describe the stakes involved in case of an oil spill
● Describe the way oil can enter into the marine environment from an oil tanker
– accidental release or, deliberate release (operational release)
● Describe that oil released into the marine environment by way of operations is a far
bigger threat than accidental release
● Revise the concept of the toxic load

Sample Questions
● In what way does an oil spill affect the human health, marine environment, coastal
amenities, and the reputation of the carrier?
● Do you therefore understand the importance of contingency planning on board?

12.2 Management 0.5 hour

It is vital that the shipboard staff on oil tanker takes the development and maintenance of the
contingency plan seriously. It is not one of those tasks that can be left until everyone has time
to deal with it. The idea is to sensitize the trainee that a serious incident can affect the ship
at any time and this includes the next 24 hours! The contingency plan needs to be managed
by a team representing all functional areas of the ship.

This section deals with trainees being well informed that contingency plan on board oil tanker
should be established like a formal project, which must have the involvement of the very top
management of the ship.

Lecture Suggestions
● Describe the basics of an oil spill contingency plan
● Discuss the concept of oil spill contingency as project management
● Explain the ‘job description’ of everyone involved in the contingency
● Discuss the importance of effective communication
● Explain how tuition and training goes a long way in executing a contingency plan
when the need arises
● Discuss the use of equipment
● Reiterate the importance of constant evaluation of the plan

124

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

Sample Questions
● Which are the three fundamentals that make an effective contingency plan?
● What is the purpose of a response team?
● How will you see the contingency plan preparation and practice as project
management?
● Apart from technology, what is the role of personnel in effective communication?
● What will constitute a training package on board with regard to contingency
planning?
● What are the parameters you will include to have a continuous evaluation of the
contingency plan on board?

12.3 Preparation of the contingency plan 1 hour

After the assessment of the types of contingencies on oil tanker, the structure of the plan will
need to be established. The plan will contain a range of milestones to move the ship from its
disrupted status towards a return to normal operations.

This section highlights the parameters that go into the development of a contingency plan on
board oil tanker. It is vital to inform the trainee that the subsequent stages to the development
of the contingency plan are testing the plan, personnel training on board and maintaining the
plan.

Lecture Suggestions
● Describe the important sections that form a contingency plan
● Give a description of each of the sections (strategy, action and data) in detail

Sample Questions
● What are the three sections that constitute the contingency plan?
● Do you agree or, you feel that something more should be added?
● How many sub-sections does section 1 have?
● How many sub-sections does section 2 have?
● How many sub-sections does section 3 have?
● What is the importance of going through all the details possible at the time of
planning and formulation of the contingency plan?
● Do you agree that a detailed plan helps in dissecting the plan to conduct an
evaluation after a drill?

125

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

13 Assessment and Evaluation 1 hour

(Guidance)

Introduction

Tests are powerful educational tools that serve at least four functions. First, tests help the
faculty to evaluate students and assess whether they are learning what they are expected to
learn.

Second, well-designed tests serve to motivate and help students structure their academic
efforts. Normally it is seen that students study in ways that reflect how they think they will be
tested. If they expect an exam focused on facts, they will memorize details, if they expect
a test that will require problem solving or integrating knowledge, they will work toward
understanding and applying information.

Third, tests can help the faculty to understand how successfully has the material been
presented.

Finally, tests can reinforce learning by providing students with indicators of what topics or
skills they have not yet mastered and should concentrate on.

Keeping in mind the four points delineated above as well as, the tightness of the schedule of
the course, it is suggested that a test containing a mixture of multiple-choice questions as
well as one-line answer questions will achieve the objective of assessing the student of the
knowledge acquired during the course.

Method of Evaluation

Multiple-choice tests: Multiple-choice items can be used to measure both simple knowledge
and complex concepts. Since multiple-choice questions can be answered quickly, the
students’ mastery of many topics can be assessed in the exam. In addition, the items can
be easily and reliably scored.

True-false tests: Because random guessing will produce the correct answer half the time, true-
false tests are less reliable than other types of exams. However, these items are appropriate
for occasional use. Therefore, a mixture of multiple-choice and true/false type of questions
are suggested for the examination.

Some of the true-false questions could have an added “explain” column in which students
write one or two sentences justifying their response.

The following suggestions have therefore been included to enhance the ability of the instructor
to design tests that are effective in motivating, measuring, and reinforcing learning.

General Strategies

Spend adequate amounts of time developing the tests. As a test is prepared, the instructor
should think carefully about the learning outcomes that are wished to be measured, the type

126

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL

of items best suited to those outcomes, the range of difficulty of items, the choice of answers
to each question, the format and layout of the exam, and the scoring procedures.

Match the test to the content that is taught. Ideally, the tests given will measure students’
achievement of the set educational goals for the course, which is to have sufficient knowledge
to take responsibility of cargo operations on board a tanker. Test items should therefore be
based on the content and skills that are most important for the students to learn.

Try to make the tests valid, reliable, and balanced. A test is valid if its results are useful for
making decisions about an aspect of students’ achievement. Technically, validity refers to
the appropriateness of the interpretation of the results and not to the test itself. A practical
approach is to focus on content validity, the extent to which the content of the test represents
an adequate sampling of the knowledge and skills taught in the course. If the instructor
designs the test to cover information in lectures and readings in proportion to their importance
in the course, then the interpretations of test scores are likely to have greater validity.

A test is reliable if it accurately and consistently evaluates a student’s performance. Very

short tests are therefore unlikely to be highly reliable. It is suggested that the multiple-choice
test should contain between 40 – 60 questions and to be completed in one hour, thus the
time spent on each question is between 60 – 90 seconds.

It is also important for a test to be balanced: to cover most of the main ideas and important
concepts in proportion to the emphasis they received in class.

Write questions that test skills other than recall. The test administered by the faculty should
not rely too heavily on students’ recall of information. It is equally important for tests to
measure higher learning as well. Here is a suggestive condensation of the methodology to
use:

To measure knowledge (common terms, facts, principles, procedures). The one-line/multiple-

choice questions to include these parameters: Identify, Label, List, Match, Name, Select,
State. Example: “State the particular regulation of, and, the international convention under
which it is required to undergo the Advanced TASCO Course.”

To measure comprehension (understanding of facts and principles, interpretation of material).

The one-line/multiple-choice questions to include these parameters: Distinguish, Estimate,
Explain, Extend, Generalize, and Give examples, Infer, Predict, Summarize. Example: “Which
of the following best summarizes the basic tenets of fire-fighting on an oil tanker?”

To measure application (solving problems, applying concepts and principles to new situations).
The one-line/multiple-choice questions to include these parameters: Demonstrate, Operate,
Prepare, Relate, and Show, Solve, Use. Example: “Demonstrate how a flashpoint of a liquid
is determined.”

To measure analysis (ability to distinguish between facts and inferences), The one-line/multiple-
choice questions to include these parameters: Differentiate, Distinguish, Illustrate, Infer, Point
out, Relate, Select, Separate. Example: “In the development of a risk management plan,
which issues will you consider as based on facts and which as based on assumptions?”

127

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

To measure synthesis (integrate learning from different areas). The one-line/multiple-choice

questions to include these parameters: Categorize, Combine, Compile, Devise, Organize,
Plan, Rearrange. Example: “Do you agree with the following categorisation of reactivity
hazards of oil cargoes?
● With itself
● With air
● With water
● With another cargo
● With other materials?”

To measure evaluation (judging and assessing). The one-line/multiple-choice questions to

include these parameters: Appraise, Compare, Conclude, Contrast, Explain, Justify, Interpret,
Support. Example: “Is it true that the context of carriage of oil in bulk by sea, risk management
consists of 3 steps: risk assessment (evaluation), emission and exposure control, and risk
monitoring?”

Performance tests on the simulator, in case a simulator is provided as a training tool for this
model course. Performance tests may ask students to demonstrate proficiency in executing
a series of steps in a reasonable amount of time, following instructions and reacting to
simulated situations. Performance tests may be administered individually or in groups. For
the simulation exercises:
● Specify the criteria to be used for rating or scoring (for example, the level of accuracy
in performing the steps in sequence or completing the task within a specified time
limit).
● State the problem so that students know exactly what they are supposed to do (if
possible, conditions of a performance test should mirror a real-life situation).

Pass Percentage: 50%

128

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 Appendix 1

Notes on the Construction,

Equipment and Operation
of Oil Tankers
and
Diagrams for use by the Instructor or
Printoffs as Handouts

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Glossary
The following are frequently used abbreviations.

CBT: Clean Ballast Tanks – Cargo tanks dedicated to carrying ballast. Unlike SBT (see below),
CBT do not require separate pipes and pumps for ballast handling.

COW: Crude Oil Washing.

GPI: Glass Pipe Installation – Special equipment for visual inspection of oil content in water
and monitoring of water cleaning efficiency.

LFL: Lower Flammable Limit – The limit below which, a mixture of hydrocarbon gas and air
cannot ignite and burn owing to insufficient hydrocarbon content.

LOT: Load On Top – Loading of cargo oil on top of cargo residue slops that has been
processed according to established LOT procedures.

MARPOL 73/78: International Convention for the Prevention of Pollution from Ships, 1973,
and the Protocol of 1978, as amended.

pH: A quantitative measure of the acidic or basic nature of liquid solutions. A solution with a
pH of less than 7 is considered acidic and one with a pH of more than 7 alkaline.

PPM: Part per million.

PL: Protective Location (of segregated ballast tanks). These tanks are, in principle, located
between the cargo tanks and ship sides/bottom to offer protection in the event of grounding
or collision.

RVP: Reid Vapour Pressure.

SBT: Segregated Ballast Tank – Tanks for the carriage of ballast water only. Unlike CBT (see
above), SBT require separate pumps and pipes intended for handling ballast water only

SOLAS 1974: International Convention for the Safety of Life at Sea, 1974, as amended.

131

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Development of oil tankers

There are three general size categories: large, intermediate and small. Tankers between
100,000 and 540,000 DWT usually carry crude oil from the producers to the refineries, while
ships below 100,000 DWT mostly transport refined products, although some are in the crude
oil trade. Small ships, less than 20,000 DWT, are typically used in coastal distribution from oil
refineries to distribution storage areas.

A brief mention is being made here of the unconventional or, dual-purpose type of a tanker.

Combination carriers

A combination carrier is a tanker designed to carry oil or solid cargoes in bulk and is one of
two main types, an Oil/Bulk/Ore (OBO) ship or an Oil/Ore (O/O) ship.

The OBO ship is capable of carrying her full deadweight when trading as an ore carrier with
cargoes of heavy ore concentrates. This type of ship is also designed to carry other types of
dry bulk cargo, such as grain or coal.

Holds are usually arranged to extend the full breadth of the ship, with upper and lower hopper
tanks and double-bottom tanks. In some cases, holds may have wings. Oil or dry bulk cargo
is carried in the holds. Oil may also be carried in one or more sets of upper hopper tanks and,
if the ship has them, in the wing tanks. Wing tanks for the carriage of oily slops are normally
fitted aft of the cargo holds. Segregated ballast may be carried in top and bottom hopper
tanks and in double-bottom tanks.

Conventional bulk carrier hatches, normally of the side-rolling type, are fitted with a special
sealing arrangement.

Cargo and ballast pipelines are typically installed in a duct keel or in two pipe tunnels located
either side of the centreline and separated by a double-bottom tank (Figure 1 and 2).

Holds are constructed to extend approximately one-half of the total breadth of the ship.
Conventional wing tanks incorporate the main strengthening sections, allowing smooth
sides in the centre holds. Holds are always constructed with double-bottom spaces beneath
them.

Future design changes in tankers

A description of the evolution of tankers has been made in the introduction and is therefore
not being repeated here. What are discussed, as part of the Appendix, are the types of
designs that are, and can be forthcoming in the future.

Discussion on Double Hull Oil Tankers and Equivalents

As a consequence of the EXXON VALDEZ accident in 1989, and the unilateral action by the
United States Government in favour of double hull oil tankers, there has been a renewed
urgency within the marine industry to find a design of vessel, which offers the most effective
protection against oil pollution in the event of a collision or grounding accident. Several
authoritative studies have been carried out into the problem and there is almost unanimous

132

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

agreement that no one design produces the best results in all the possible grounding or
collision scenarios, which can be envisaged. There is also general agreement on the following
broad conclusions, namely that:
● Double hull vessels in low energy (typically low velocity) accidents should not
pollute
● Vessels that carry cargo in contact with a single skin (with sea on the other side) will
cause some pollution in any accident where a cargo tank is penetrated. However,
certain design alternatives will minimize the amount of pollution in some specified
scenarios
● High-energy accidents nearly always result in pollution. The relative advantages
of various design alternatives in reducing pollution from particular scenarios are
highly dependent on the assumptions made in the scenarios

There are many design concepts, which have been proposed to reduce the risk of pollution in
the event of an accident. International attention is increasingly focused on three main types:
● Double Hull tanker
● Mid-deck tanker
● Coulombi Egg tanker

A typical cross-section for each of these types is shown below, but to date only the double
hull tanker type has actually been constructed.

The Double Hull Tanker

General Layout of Double Hull Tanker

This type of vessel derives its defence against oil spillage, in the event of grounding or
collision, by surrounding the entire cargo tank length by a 2 or 3 metre wide void space,
which separates the cargo tanks from the outer skin of the vessel. In order for oil spillage to
occur the damage has to rupture two skins.

As of now, the double skin does not encase the pump-room. However, as per the latest
amendments to MARPOL, likely to come into force by 1st January 2007, the pump-room is
to be protected by a double bottom. More protection can be expected in case of double hull
tankers in future.

133

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

The Mid-deck Tanker

General Layout of Mid Deck Tanker

This type of vessel derives its defence against oil spillage, in the event of collision, by protecting
the sides along the entire cargo tank length by a 4 to 5 metres wide void space, which
separates the cargo tanks from the outer side skin of the vessel. The underside of the cargo
tank region is unprotected and the cargo is in direct contact with the bottom shell. However,
an oil-tight deck splits the cargo tanks horizontally. The height of the oil-tight horizontal deck
is chosen so that in the event of bottom damage the external water pressure should exceed
the head of oil in the lower cargo tanks thus forcing the oil to be retained within the vessel.

The Coulombi Egg Tanker design

General Layout of Coulombi Egg Tanker

At first sight this configuration appears to be a variant of the mid-deck tanker but it differs in
three important respects from that type.
● Firstly the width of the wing tanks is about 50% greater
● Secondly the wing tanks are divided horizontally into upper and lower tanks with
the lower wing tanks dedicated to cargo
● Thirdly the upper wing tanks are not only dedicated segregated ballast tanks but
also perform the function of “rescue tanks”

134

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

The Coulombi Egg tanker has an emergency cargo transfer system, which allows oil from
damaged cargo tanks to be directed into the sound empty upper wing tanks, thus minimising
the oil lost to the sea in the event of a collision or grounding. The system utilises the fact that
the external pressure from the sea due to the vessel’s laden draught will be greater than that
due to the head of oil in the damaged cargo tanks, thus the oil in the damaged cargo tanks
will be forced into the “rescue tanks”. There is only a single skin underneath the pump-room2.
No vessel of this type has yet been built but the concept of the “rescue tanks” has been
shown to work in model tests.

Various studies are underway to ascertain the effectiveness of alternative designs as compared
to the double hull tankers. Since the Coulombi Egg design is still being considered, the
design has not yet evolved into a comparative study.

However, there are comparative studies, at various levels, into the damage done in case of a
collision or grounding, and the behaviour of the two designs. Presented below are the initial
findings in a succinct manner:
● In groundings with rupturing of the outer bottom shell plating, no spillage would
occur from double hull tankers but some would occur from mid-deck tankers;
● In groundings with rupturing of the outer bottom shell plating as well as the inner
bottom shell plating on double hull tankers, the spillage occurring from double hull
tankers will be greater than from mid-deck tankers;
● In collisions not resulting in rupture of the inner hull, no spill would occur; and
● In collisions, which do involve rupture of the inner hull the amount of spillage in
both types, will depend on the actual tank arrangements.

It is being mentioned here to sensitize the student undertaking the TASCO Modular course
1.02 in order to prepare him/her for future changes in the tanker design.

Stability Considerations of Double Hull Tankers

Single hull oil tankers usually have such a high metacentric height in all conditions of loading
and ballasting that they can be considered as being inherently stable. Whilst tanker personnel
have always had to take account of longitudinal bending moments and vertical shear forces,
the actual stability of the ship has seldom been a prime concern. However the introduction
of double hulls into tanker design is likely to change that situation.

The main problem likely to be encountered is the effect on the transverse metacentric height
of liquid free surface in the cargo and double bottom tanks.

Depending upon the design, type and number of these tanks, the free surface effect could
result in the transverse metacentric height being significantly reduced. The situation will be
most severe in the case of wide cargo tanks with no centreline bulkhead and the so-called
“U” ballast tanks, which have no centreline bulkhead.

2
As per the December 2003 amendments, double bottom will be required in cargo pump-room for oil
tankers of 5000 tonnes deadweight and above with keel laid on or after 1 January 2007.

135

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

The most critical stages of any operation will be whilst filling the double bottom ballast tanks
during discharge of cargo, and emptying the tanks during loading of cargo. If sufficient cargo
tanks and double bottom tanks are slack simultaneously, the overall free surface effect
could well be sufficient to reduce the transverse metacentric height to a point at which the
transverse stability of the ship may be threatened. This could result in the ship suddenly
developing a severe list. Large free surface area is especially likely to threaten stability at
greater soundings with associated high vertical centre of gravity.

It is imperative that tanker and terminal personnel involved in cargo and ballast operations
are aware of this potential problem, and that all cargo and ballast operations are conducted
strictly in accordance with the ship’s loading manual.

Where they are fitted, interlock devices to prevent too much cargo and ballast tanks from
being operated simultaneously, thereby causing an excessive free surface effect, should
always be maintained in full operational order, and should never be over-ridden.

Revised phase-out schedule for single hull tankers enters into force

In 1992, as a result of the Exxon Valdez accident MARPOL was amended to make it mandatory
for tankers of 5,000 DWT and more ordered after 6 July 1993 to be fitted with double hulls, or
an alternative design approved by IMO. The requirement for double hulls that applies to new
tankers has also been applied to existing ships. All tankers have to be converted (or taken
out of service) when they reach a certain age if they do not have double hull. This measure is
being phased in over a number of years because shipyard capacity is limited and it would not
be possible immediately to convert all single hulled tankers to double hulls without causing
immense disruption to world trade and industry.

The investigations into the Erika incident (off the coast of France in December 1999) carried out
by the French Government and the Maltese Maritime Authority concluded that age, corrosion,
insufficient maintenance and inadequate surveys were all strong contributing factors to the
structural failure of the ship. Following the Erika incident, IMO adopted a revised phase-
out schedule for single hull tankers, which set out a stricter timetable for the phasing-out
of single-hull tankers and gave the year 2015 as the principal cut-off date for all single-hull
tankers. Also, since 1995 all tankers and bulk carriers aged five years and over have been
subjected to a specially enhanced inspection programme (ESP) which is intended to ensure
that any structural deficiencies such as corrosion, fatigue cracking are detected.

A revised regulation 13G of MARPOL Annex I brings forward the phase-out schedule for
existing single hull tankers that was first established in 1992 and was subsequently revised
in 2001 following the Erika incident. It specifies that tankers of single hull construction should
be phased out or converted to a “double hull” according to a schedule based on their year
of delivery. The double hull requirements for oil tankers are principally designed to reduce
the risk of oil spills from tankers involved in low energy collisions or groundings. Under the
phase-out schedule, “Category 1” single hull oil tankers have been prohibited from trading
after 5 April 2005 (for ships delivered on or before 5 April 1982) or after their anniversary date
in 2005 (for ships delivered after 5 April 1982).

Category 1 oil tankers (commonly known as Pre-MARPOL tankers) include oil tankers of
20,000 tonnes deadweight and above carrying crude oil, fuel oil, heavy diesel oil or lubricating

136

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

oil as cargo, and tankers of 30,000 tonnes deadweight and above carrying other oils, which
do not comply with the requirements for protectively located segregated ballast tanks.

Category 2 oil tankers, which have some level of protection from protectively located
segregated ballast tank requirements will be phased out according to their age up to 2010.
The year 2010 is also a final cut off date for Category 3 oil tankers, which are generally
smaller oil tankers. Category 2 oil tankers (commonly known as MARPOL tankers) include oil
tankers of 20,000 tonnes deadweight and above carrying crude oil, fuel oil, heavy diesel oil
or lubricating oil as cargo, and oil tankers of 30,000 tonnes deadweight and above carrying
other oils, which comply with the protectively located segregated ballast tank requirements.

Category 3 oil tankers are oil tankers of 5,000 tonnes deadweight and above but less than
the tonnage specified for Category 1 and 2 tankers.

Furthermore, Regulation 13H of MARPOL Annex I on the prevention of oil pollution from oil
tankers when carrying heavy grade oil (HGO) bans the carriage of HGO in single hull tankers
of 5,000 tonnes deadweight (DWT) and above from 5 April 2005, and in single hull oil tankers
of 600 DWT and above but less than 5,000 tonnes DWT, not later than the anniversary of their
delivery date in 2008.

To make maintenance easy, tar-epoxy coatings are applied to ballast tanks, and glass-fibre
reinforced plastic pipes inside the tanks ensure corrosion prevention. The cargo oil and
residual oil pipes are made of highly corrosion-resistant chromium-coated cast iron, and
inspection accesses including ladders are also provided.

The double hull structure causes a great increase in hull weight, number of structural
members, painting area, etc., and accordingly takes a longer building time. However, new
structural designs dispense with the conventionally fitted stiffeners on the transverse webs
by adopting special apple-shaped slots for the connections between the transverse webs
and the longitudinal in the structure in very great numbers (about 20,000 in a double hull
VLCC).

Other amendments to Annex I of MARPOL 73/78

Carriage of Heavy Grade Oil

A new MARPOL regulation 13H on the pollution prevention from oil tankers bans the carriage
of Heavy Grade Oil (HGO) in single-hull tankers of 5,000 tonnes DWT and above after the
date of entry into force of the regulation (16 months after the issued date of changes which
is 5 April 2005), and in single-hull oil tankers of 600 tonnes DWT and above but less than
5,000 tonnes DWT, not later than the anniversary of their delivery date in 2008.

The revised definition of HGO means any of the following:

● Crude oils having a density at 15ºC higher than 900 kg/m3;
● Fuel oils having either a density at 15ºC higher than 900 kg/m3 or a kinematic
viscosity at 50ºC higher than 180 mm2/s (cSt);
● Bitumen, tar and their emulsions.

137

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Operations

The normal cycle of tanker operation comprises loading, cargo voyage, unloading, ballasting,
ballast voyage, tank cleaning, de-ballasting and then loading again.

Loading is accomplished by following directions given in the ship’s loading orders, which
contain an estimate of the quantity of cargo to be loaded, the tanks in which it will be stowed
and the tank loading sequence to be followed.

Unloading is accomplished by discharging the cargo (crude oil) directly into a terminal
(refinery) tank storage area, or into a tank barge for further transport

During unloading of a crude oil cargo, the tanker may affect crude oil washing (COW) (dealt
with separately in the Instructor Manual).

Ballasting is a process whereby seawater is taken aboard into the cargo tanks or segregated
ballast tanks to ensure proper immersion of the propeller and to provide good handling and
sea-keeping characteristics. The amount of ballast taken aboard depends upon the anticipated
weather conditions, the distance and route of the ballast voyage, and the vessel’s light-ship
displacement, length-to-depth ratio and other characteristics. The amount of ballast taken
aboard generally varies from 20 to 50% of the vessel’s total cargo-carrying capacity, but may
be greater during periods of severe bad weather.

Ballast put directly into cargo tanks immediately after cargo discharge comes into contact
and mingles with the oil that adhered to the tank surfaces and remained below the suction
bell-mouths. This oily ballast must be disposed of in some way before arrival at the loading
port, unless the loading port has suitable reception facilities. Instead, clean ballast suitable
for direct discharge into the harbour at the loading port must be taken aboard. In the absence
of segregated ballast tanks, empty cargo tanks must be washed to remove the residue oil
(that clings to the sides in the tank) and provide space for the clean ballast.

The number of tanks washed is a function of the particular vessel’s proportions; the weather;
the route; and the need to clean tanks for internal inspection, for repair at a shipyard or for
controlling the build-up of sludge.

Load on top (LOT) procedure

In their teaching instructors should highlight the differences in operations between crude oil
and fuel oil tankers and those designed to carry refined (clean/white) oil products.

If all tank washings and dirty ballast were discharged directly into the sea, a considerable
quantity of oil (up to 0.5% of the oil carried) would be released, which is unacceptable under
international rules. A procedure has been developed which results in most oil being retained
on board. The procedure is as follows:

After departure on the ballast voyage, the oily ballast is allowed to settle, resulting in separation
of the oil and water. Meanwhile, a number of dirty cargo tanks are being water washed to
accept clean ballast for arrival. All tank washings are transferred to the slop-tanks. After
ballasting the newly cleaned tanks, the dirty ballast is discharged. The comparatively clean
ballast underneath the oily top layer is pumped directly into the sea and the top layer is again

138

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

transferred to the slop-tank. The contents of the slop-tank are allowed to settle, so that the
oil and water separate, known as decanting; heating the slop-tank can assist the process.
The position of the interface is then established and the water is discharged into the sea,
taking care not to draw the oil/water interface into the pumps by vortex action. This means
that the discharge rate must be adjusted and that a certain quantity of water remains in
the slop-tank. Upon arrival in the loading port, the clean ballast can be discharged into the
harbour and the ship can be loaded. If the next cargo is a similar crude oil or product, it can
also be loaded into the slop-tanks on top of the oil and water, which is already there. The
whole procedure has become known as the load on top (LOT) procedure. In the case of most
products, contamination with slops must be avoided and the contents of the slop-tank must
be discharged to shore reception facilities at the loading terminal.

This completes the normal cycle of tanker operations. Before entering a shipyard, however,
all tanks must be washed, gas-freed and cleaned to reduce the likelihood of explosion during
repair work involving fire and sparks. The tank cleaning entails removing the heavy sludge,
which collects at the bottom of tanks.

Disposal of this heavy hydrocarbon sludge is accomplished by a variety of means; the normal
procedure is to deliver it to barges (reception facilities) provided by the shipyard.

Basic Properties of Petroleum and its Hazards

Properties of petroleum

General

Petroleum is made up of a range of hydrocarbon molecules, with molecular weights ranging

from light to heavy. The structure consists essentially of hydrogen atoms linking in various ways
with carbon atoms. Schematic molecular drawings may explain saturated and unsaturated
hydrocarbons, cyclical molecular structures and the benzene ring. Mention should also be
made of the toxic substances present in crude oil (see also Fig. 3 and 4).

The relationship between light and heavy hydrocarbon molecules can be explained with the
following diagram:

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

Gaseous Liquid Solid

1 6 25

The lightest molecules, methane, are stripped off at the wellhead together with any earthy
solids; the remaining petroleum is termed crude oil. The process of refining the crude oil will
produce a number of fractions. Each fraction will consist of a range of petroleum molecules,
which at atmospheric pressure and temperature will be gaseous, liquid or solid. The refining
process does not alter the constituent molecules.

A process whereby molecules are changed, usually breaking up long chains into smaller
ones and thereby creating lighter fractions, is called cracking.

139

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

True vapour pressure (TVP)

All crude oils and the usual petroleum products are essentially mixtures of a wide range of
hydrocarbon compounds (i.e. chemical compounds of hydrogen and carbon). The boiling
points of these compounds range from –162°C (–260°F) (methane) to well in excess of +400°C
(+750°F); and the volatility (i.e. the tendency of a crude oil or petroleum product to produce
gas) of any particular mixture of compounds depends primarily on the quantities of the more
volatile constituents (i.e. those with a lower boiling point).

The vapour pressure characterizes the volatility. When a petroleum mixture is transferred
to a gas-free tank or container it begins to vaporize; that is, it liberates gas into the space
above it. There is also a tendency for this gas to re-dissolve in the liquid, and an equilibrium is
ultimately reached with a certain amount of gas evenly distributed throughout the space. The
pressure exerted by this gas is called the equilibrium vapour pressure of the liquid, usually
referred to simply as the vapour pressure.

The vapour pressure of a pure compound depends only upon its temperature. The vapour
pressure of a mixture depends both upon its temperature and the volume of the gas space
into which vaporization occurs; that is, it depends upon temperature and the ratio of gas to
liquid by volume.

The TVP or bubble-point vapour pressure is the equilibrium vapour pressure of a mixture when
the gas/liquid ratio is effectively zero. It is the highest vapour pressure, which is possible at
any specified temperature.

As the temperature of a petroleum mixture increases, its TVP also increases. If the TVP
exceeds atmospheric pressure, the liquid commences to boil.

The TVP of a petroleum mixture provides a good indication of its ability to give rise to gas!
Unfortunately it is a property, which is extremely difficult to measure, although it can be
calculated from a detailed knowledge of the composition of the liquid. For crude oils it can
also be estimated from the stabilization conditions, making allowance for any subsequent
change, of temperature or composition. In the case of products, reliable correlations exist for
deriving TVP from the more readily measured Reid Vapour Pressure (RVP) and temperature.

Flammability

In the process of burning, hydrocarbon gases react with the oxygen in the air to produce
carbon dioxide and water. The reaction gives enough heat to form a visible flame, which travels
through the mixture of hydrocarbon gas and air. When the gas above a liquid hydrocarbon
is ignited, the heat produced is usually enough to generate sufficient fresh gas to maintain
the flame, and the liquid is said to burn; in fact, it is the gas which is burning and is being
continuously replenished from the liquid.

Flammable limits

A mixture of hydrocarbon gas and air cannot be ignited and burn unless its composition lies
within a range of gas-in-air concentrations known as the ‘flammable range’. The lower limit
of the range, known as the lower flammable limit (LFL), is that hydrocarbon concentration
below which there is insufficient hydrocarbon gas to support and propagate combustion.

140

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

The upper limit of the range, known as the upper flammable limit (UFL), is that hydrocarbon
concentration above which there is insufficient air to support and propagate combustion.

The flammable limits vary somewhat for different pure hydrocarbon gases and for the gas
mixtures derived from different petroleum liquids. Very roughly, the gas mixtures from crude
oils, motor or aviation gasoline and natural gasoline-type products can be represented
respectively by the pure hydrocarbon gases propane, butane and pentane. The following
table gives the flammable limits for these three gases:

Flammable Limits (Percentage by Volume of Hydrocarbon in Air)

Gas Upper limit Lower limit

Propane 9.5 2.2
Butane 8.5 1.9
Pentane 7.8 1.5

In practice, the lower and upper flammable limits of oil cargoes carried in tankers can, for
general purposes, be taken as 1% and 10% by volume respectively.

Test for flammability

Since hydrocarbon gas/air mixtures are flammable within a comparatively narrow range
of concentrations of hydrocarbon gas in air, and since the concentration in air depends
on vapour pressure, it should in principle be possible to evolve a test for flammability by
measuring vapour pressure. In practice, the very wide range of petroleum products and the
range of temperature over which they are handled have prevented the development of one
simple test for this purpose. This aspect should be well understood by the students.

Flashpoint

In this test, a sample of the liquid is gradually heated in a special pot and a small flame is
repeatedly and momentarily applied to the surface of the liquid. The flashpoint is the lowest
liquid temperature at which the small flame initiates a flash of flame across the surface of the
liquid, thereby indicating the presence of a flammable gas/air mixture above the liquid. The
gas/air mixture corresponds closely to the lower flammable limit mixture.

There are many different forms of flashpoint apparatus, but basically they fall into two classes.
In one, the surface of the liquid is permanently open to the atmosphere as the liquid is heated
and the result of such a test is known as an open-cup (o.c.) flashpoint. In the other class, the
space above the liquid is kept closed except for brief moments when the initiating flame is
introduced through a small port. The result of this class of test is termed a closed-cup (c.c.)
flashpoint.

Because of the greater loss of gas to atmosphere in the open-cup test, the open-cup flashpoint
of a petroleum liquid is always a little higher (by about 6°C or 10°F) than its closed-cup
flashpoint. Restricting the loss of gas in the closed-cup apparatus also leads to a much more
repeatable result that can be used as a guide in the classification of petroleum. However,
figures from open-cup tests may still be found in the legislation of various countries, in
classification society rules and in other documents.

141

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Flammability classification of petroleum

There are many schemes for dividing the complete range of petroleum liquids into different
flammability classes, based on flashpoint and vapour pressure, and there is a considerable
variation in these schemes between countries. Usually the basic principle is to consider
whether or not a flammable equilibrium gas/air mixture can be formed in the space above the
liquid when the liquid is at ambient temperature.

Generally in this manual it has been sufficient to group petroleum liquids into two categories,
entitled ‘non-volatile’ and ‘volatile’, which are defined in terms of flashpoint as follows:

Non-volatile: This is a liquid with a flashpoint of 60°C (140°F) or above as determined by

the closed-cup method of testing. At normal ambient temperature these liquids produce
equilibrium gas concentrations below the lower flammable limit. They include residual fuel
oils, heavy gas oils and diesel oils.

Volatile. This is a liquid with a flashpoint below 60°C (140°F) as determined by the closed-
cup method of testing. Some petroleum liquids in this category are capable of producing
an equilibrium gas/air mixture within the flammable range over part of the normal ambient
temperature scale, while most of the rest give equilibrium gas/air mixtures above the upper
flammable limit at all normal ambient temperatures. Examples of the former are jet fuels and
kerosene and the latter are gasoline and most crude oils. In practice, gasoline and crude
oils are frequently handled before equilibrium conditions have been attained, and gas/air
mixtures in the flammable range may then be present.

The choice of 60°C (140°F) as the flashpoint criterion for the division between non-volatile and
volatile liquids is to some extent arbitrary. Since less stringent precautions are appropriate
for non-volatile liquids, it is essential that under no circumstances is a liquid that is capable
of giving a flammable gas/air mixture, even inadvertently, is included in the non-volatile
category. The dividing line must therefore be chosen to make allowance for such factors
as the misjudging of the temperature inaccuracy in the flashpoint measurement and the
possibility of minor contamination by more volatile materials. The figure of 60°C (140°F) for a
closed-cup flashpoint makes ample allowance for these factors, and is also compatible with
the figure adopted internationally by the International Maritime Organization (IMO), as shown
in regulation II-2/4.2.1.1 of SOLAS 1974, and by a number of regulatory bodies throughout
the world.

Density of hydrocarbon gases

The densities of the gas mixtures evolved from the normal petroleum liquids, when undiluted
with air, are all greater than the density of air. Layering effects are therefore encountered in
cargo-handling operations and can give rise to hazardous situations.

The following table gives gas densities relative to air for the three pure hydrocarbon gases
propane, butane and pentane, which represent roughly the gas mixtures that are produced,
respectively, by crude oils, by motor or aviation gasoline and by natural gasoline. These
figures are not significantly changed if inert gas is substituted for air.

142

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Gas Density relative to air

Equal parts of
Mixture at lower
Pure hydrocarbon hydrocarbon & air by
flammable limit
volume
Propane 1.55 1.25 1.00
Butane 2.00 1.50 1.00
Pentane 2.50 1.80 1.00

It will be seen that the density of the undiluted gas from a product such as motor gasoline
is likely to be about twice that of air and of the gas from a typical crude oil about 1.5 times.
These high densities and the layering effects that result from them are only significant while
the gas remains concentrated. As it is diluted with air, the density of the gas/air mixture
from all three types of cargo approaches that of air, and at the lower flammable limit is
indistinguishable from it.

Practical tests

If possible, the behaviour of petroleum and the determination of certain properties of petroleum
should be demonstrated by someone knowledgeable; preferably, a video should be shown,
as this prevents fire hazards and failures.

Hazards associated with the handling and carriage of petroleum

Toxicity in general

The toxic hazards to which personnel are exposed in tanker operations arise almost entirely
from contact with gases of various kinds.

A convenient indicator of the toxicity of gases and the avoidance of health hazards is provided
by the Permissible Exposure Limit (PEL) and/or the Threshold Limit Value – Time-Weighted
Average (TLV-TWA) (in this guide, all reference to TLV is to time-weighted average TLV).
TLV-TWA is kept under regular review and the values quoted in this guide are those adopted
at the American Conference of Governmental Industrial Hygienists in 1983. The values are
expressed as parts per million (PPM) by volume of gas in air.

Toxicity of petroleum

Liquid petroleum

The risk of swallowing significant quantities of liquid petroleum during normal tanker and
terminal operations is very slight. Petroleum has low oral toxicity to man, but when swallowed
it causes acute discomfort and nausea. There is then a possibility that liquid petroleum may
be drawn into the lungs during vomiting; this can have serious consequences, especially with
higher volatility products such as gasoline and kerosene.

143

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Skin contact

Many petroleum products, especially the more volatile ones, cause skin irritation and remove
essential oils from the skin, leading to dermatitis. They are also irritating to the eyes. Certain
heavier oils can cause serious skin disorders on repeated and prolonged contact.

Direct contact with petroleum should always be avoided by wearing the appropriate protective
equipment, especially impervious gloves and goggles.

Petroleum gases

The main effect of petroleum gas on humans is to produce narcosis. The symptoms
include headache and eye irritation, with diminished responsibility and dizziness similar to
drunkenness. At high concentrations these symptoms are followed by paralysis, insensibility
and death.

The toxicity of petroleum gases can vary widely, depending on the major hydrocarbon
constituents of the gases. It can be greatly influenced by the presence of some minor
components such as aromatic hydrocarbons (e.g. benzene) and hydrogen sulphide. A TLV
of 300 PPM, corresponding to about 2% LFL, has been established for gasoline vapours.
Such a figure may be used as a general guide for petroleum gases, but must not be taken as
applicable to gas mixtures containing benzene or hydrogen sulphide.

Since TLV is an indication of how much of a toxic substance is acceptable during working
hours (8) day after day, the human body can tolerate concentrations somewhat greater than
the TLV for short periods. The following are typical effects at higher concentrations:

0.1% volume (1,000 PPM) Irritation of the eyes within 1 hour

0.2% volume (2,000 PPM) Irritation of the eyes, nose and throat;
dizziness and unsteadiness within half an hour
0.7% volume (7,000 PPM) Symptoms as of drunkenness within 15 minutes
2.0% volume (20,000 PPM) Paralysis and death occur very rapidly

The smell of petroleum gas mixtures is very variable, and in some cases the gases may
fool the sense of smell. The impairment of smell is especially serious if the mixture contains
hydrogen sulphide. It must be stressed that the absence of smell should therefore never be
taken to indicate the absence of gas.

Benzene and other aromatic hydrocarbons

The aromatic hydrocarbons include benzene, toluene and xylene. They are components, in
varying proportions, of many typical petroleum cargoes such as gasoline, gasoline blending
components, and naphtha and special-boiling-point solvents.

The TLV of aromatic hydrocarbons is generally lower than that of the other hydrocarbons in
petroleum gases. In particular, in many countries benzene has a TLV of 0.5 PPM, an exposure
level that should not be exceeded. Exposure to benzene vapours in high concentrations
leads to chronic disorders of the blood and of the bone marrow. Personnel involved in open
loading of the products listed above (i.e. with manual gauging through a sighting port), and

144

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

especially during topping-off, may be exposed to concentrations of benzene vapour above

the TLV. Precautions should be taken to avoid harmful exposure during the loading of cargoes
containing benzene.

Prior to entry into a tank which has recently carried petroleum products containing benzene,
the tank should initially be ventilated to a reading of not more than 1% LFL on a combustible
gas indicator and then checked using the appropriate instruments to ensure that the
concentration of benzene vapours do not exceed Permissible Exposure Limits.

TLV or Permissible Exposure Limit (PEL) for hydrocarbons may vary from one country/flag
state to another.

Hydrogen sulphide

Many crude oils leaving the well have a high level of hydrogen sulphide, but a stabilization
process usually reduces this before the crude is delivered to the vessel. However, the degree
of stabilization carried out may sometimes be temporarily reduced, so that a tanker may
receive a cargo of a particular crude with a hydrogen sulphide content that is higher than
usual. Some crude oils are never stabilized and always have a high hydrogen sulphide level.
Hydrogen sulphide can also be encountered in other cargoes, such as naphtha, bitumen and
gas oils.

A crude oil containing appreciable amounts of hydrogen sulphide and/or mercaptans is called
sour crude oil.

The TLV of hydrogen sulphide is 10 PPM. The effects of the gas at concentrations in air in
excess of the TL V are:

50 – 100 pm Irritation of the eyes and respiratory tract after exposure of

1 hour
200 – 300 PPM Marked irritation of the eyes and respiratory tract after
exposure of 1 hour
500 – 700 PPM Dizziness, headache, nausea, etc., within 15 minutes; loss
of consciousness and possible death after 30 to 60 minutes’
exposure
1,000 – 2,000 PPM Instantaneous collapse and cessation of breathing

It is important to distinguish between concentrations of hydrogen sulphide in the atmosphere,

expressed in PPM by volume, and concentrations in a crude oil containing 70 PPM by weight.
For example, a crude oil containing 70 PPM (by weight) hydrogen sulphide has been shown
to produce a concentration of 7,000 PPM (by volume) in the gas stream leaving an ullage port
above the cargo tank.

Gasoline containing tetraethyl-lead or tetramethyl-lead

The amounts of tetraethyl-lead (TEL) or tetramethyl-lead (TML) normally added to gasoline

are insufficient to render the gases from these products significantly more toxic than those
from unleaded gasoline. The effects of the gases from leaded gasoline are therefore similar
to those described above for petroleum gases.

145

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Toxicity of inert gas

Cargo tanks filled with an inert atmosphere must be ventilated with air before they are entered,
both to increase the oxygen content from less than 5% by volume to 21% by volume and to
sufficiently reduce the amounts of carbon monoxide, nitrous gases and sulphur dioxide.

Carbon monoxide (CO) may typically be present in a concentration of about 0.01% by

volume in inert gas, corresponding to, 100 PPM. In certain cases it may become significantly
higher.

The concentration must be reduced to below the TLV of 25 PPM by dilution or by displacement
with air. Carbon monoxide poisoning is caused by carbon monoxide combining with the
blood’s haemoglobin instead of oxygen, so that the blood loses its ability to take up oxygen
in the lungs. This results in internal suffocation, and death occurs when 60 to 70% of the
haemoglobin has combined with carbon monoxide. The symptoms are headache and
drowsiness, deterioration of consciousness and vomiting. In the treatment of carbon monoxide
poisoning it is of the utmost importance to supply oxygen, if necessary in combination with
artificial respiration.

Nitrous gases are present as nitrogen monoxide (also known as nitric oxide) (NO) and nitrogen
dioxide (NO2) in concentrations of about 0.02% by volume in inert gas after it has passed
through the scrubber, corresponding to 200 PPM. The TLV for nitrogen monoxide is 25 PPM
and that for nitrogen dioxide is 3 PPM by volume. Nitrous gases form acids by reaction with
the moisture in the air, and may destroy the lung tissue.

The sulphur dioxide content of inert gas will be very low, provided the scrubber is efficient.

Oxygen deficiency

Oxygen deficiency must always be suspected in any enclosed space, which has not been
ventilated for some time. It may be caused by vapour emitted from volatile liquids, by the
displacement of air by inert gas or by the consumption of the available oxygen in the air by
chemical reactions such as rusting or the drying of paint. Air contains 21% oxygen, and
spaces should not be entered before establishing that the oxygen content of the atmosphere
that is to be entered is in fact 21% by volume throughout.

Flammability and explosiveness

The hazards associated with the flammability of petroleum vapours have been touched upon
in section 2.1. It is however important to know that, for an explosion to occur, the elements
in all four sides of the tetrahedron must be present; or conversely, that there will be no
explosion if one of the sides is removed. Tanker construction, equipment and operations are
directed at those different elements.

146

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Safety

General precautions

General principles

In order to eliminate the risk of fire and explosion on a tanker, it is necessary to prevent
situations in which a source of ignition and a flammable atmosphere are present in the
same place at the same time. It is not always possible to exclude both of these factors, and
precautions are therefore directed towards excluding or controlling one of them. Flammable
gases are to be expected in cargo compartments, pump-rooms and, at times, the tank deck,
so that the strict elimination of all possible sources of ignition in these locations is essential.

Cabins, galleys and other areas within the accommodation block inevitably contain ignition
sources such as electrical equipment, matches and cigarette lighters. While it is sound
practice to minimize such sources of ignition, it is essential to avoid the entry of flammable
gas.

In engine-rooms and boiler rooms, it is impossible to avoid ignition sources such as those
arising from boiler operations and electrical equipment. It is therefore essential to prevent
the entry of flammable gases into such compartments. The contamination of bunker fuel by
volatile cargo through bulkhead leaks, pipeline admixture or any other cause will introduce
an additional danger. The routine checking of bunker spaces for flammability by tanker and
terminal personnel is therefore to be encouraged.

Both flammable gases and ignition sources can be safely controlled in deck workshops,
storerooms, forecastles, centre-castles, dry cargo holds, etc., by means of good design
and sound operational practice, but the method of control must be rigorously maintained. It
should be realized that the contamination of bunker tanks with volatile cargo would increase
the danger in such areas.

Although the installation and the correct operation of an inert gas system provides an added
margin of safety, it does not preclude the need for close attention to the precautions set out
in this chapter.

Smoking

While a tanker is at sea, smoking should be permitted only at times and in places specified by
the master. Smoking must be prohibited on the tank deck or any other place where petroleum
gas may be encountered. Additional smoking restrictions may be imposed in port.

Matches and cigarette lighters

The use of matches and cigarette lighters outside accommodation spaces should be prohibited
except in places where smoking is permitted. Matches and cigarette lighters should not be
taken outside these places, nor should they be carried on the tank deck or in any other place
where petroleum gas may be present.

The risk involved in carrying matches and, more particularly, cigarette lighters should be
impressed upon personnel. Matches used on board should be of the ‘safety’ type.

147

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Naked lights (open flame)

Naked lights must be prohibited on the tank deck and in any other place where there is a risk
that petroleum gas may be present.

Notices

Portable and permanent notices prohibiting smoking and the use of naked lights should
be conspicuously displayed at the point of access to the vessel and at the exits from the
accommodation area. Within the accommodation area, instructions concerning smoking
should be conspicuously displayed.

Galley

It is essential that galley personnel be instructed in the safe operation of galley equipment.
Unauthorized and inexperienced persons should not be allowed to use such facilities.

A frequent cause of fire is the accumulation of un-burnt fuel or fatty deposits on galley ranges,
within flue pipes and filter cowls of galley vents. Such areas require frequent inspection to
ensure that they are kept clean. Oil and deep-fat frying mechanisms should be fitted with
thermostats to cut off the electrical power and so prevent accidental fires.

Galley staff should be trained in fire-fighting, and the appropriate fire extinguishers and fire
blankets should be provided.

Additional restrictions on the use of galleys may be applied while the tanker is in port.

Portable battery-powered equipment

Small battery-powered personal items such as watches, miniature hearing aids and heart
pacemakers are not significant ignition sources.

Unless approved for use in a flammable atmosphere, portable radios, tape decks, recorders,
electronic calculators, cameras containing batteries, and photographic flash units, portable
telephones and radio pagers must not be permitted on the tank deck or in areas where
flammable gas may be present.

Synthetic clothing

Experience has shown that clothing made from synthetic material does not give rise to any
significant electrostatic hazard under conditions normally encountered on tankers.

However, the tendency for synthetic material to melt and fuse together when exposed to
high temperatures creates a concentrated heat source which causes severe damage to body
tissue. Clothing of such material is therefore considered unsuitable for persons who may be
exposed to flame or hot surfaces in the course of their duties.

148

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Power tools and hammering

Before any hammering, chipping or sandblasting is undertaken, or any power tool is used
outside the boiler room, engine-room or accommodation space on board a tanker at sea, the
responsible officer should satisfy himself that the area will remain gas-free throughout the
period during which the tools are being used, and that a hot-work permit has been issued.

Hand tools

Hand tools should be used only for the purpose for which they are designed. The risk of
ignition of petroleum gas by frictional sparks produced by metal-to-metal impact in normal
use is slight, but care must be taken to prevent incorrect use.

So-called ‘non-sparking’ tools, made of non-ferrous materials, are only marginally less likely
to give rise to an incendive3 spark and because of their comparative softness are not as
efficient as their ferrous equivalents; moreover, particles of concrete, sand or other hard rock
like substances are likely to become embedded in the working face or edge of such tools
and can then cause incendive sparks on impact with ferrous or other hard metals. The use of
non-ferrous tools is therefore not recommended.

Repairs

No solvent of any kind should be used when cleaning areas to make them safe for hot work,
nor should solvents be present in any such area for the purpose of cleaning equipment.

A work permit should be issued detailing the safety criteria to be observed and the work
to be performed. The permit should contain a clear indication as to its maximum period of
validity, which in any event, should not exceed a normal working day.

The cargo system should be flushed through with water prior to opening up. Sections should
be flushed with water when opened, to clear any petroleum residue. Surfaces should always
be cleaned before work is carried out on them.

Hot work on pipelines should be permitted only when the appropriate section has been
detached from the system by cold work and the open ends of the system have been sealed
off. The section of pipe to be worked on should be gas-freed to hot-work standard.

Hot-work permits should be issued for each intended task. The permit should specify the
duration (which should not exceed the responsible officer’s working hours), the precautions
to be taken, the procedures for fire extinguishing and the means of surveillance and
communication.

Approval for hot work

Before approval for hot work is given, the responsible officer should test and examine the area
to ensure that the following conditions exist:

3
Incendive sparks are those which release adequate energy to ignite flammable vapours.

149

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● No flammable or toxic gas is present at the work site, and the oxygen content is
21% by volume
● No oil-impregnated scale or other material, which is likely to generate flammable
or toxic gas when heated, is present at the work site
● No flammable material is present at the work site or within an adjacent
compartment
● Adjacent compartments have been washed and either gas-freed to a standard
safe for hot work or, purged of hydrocarbon gas to less than 1% by volume or,
completely filled with ballast water, or brought to the necessary condition through
any combination of these
● All interconnecting pipelines have been flushed through with water and drained,
vented and isolated from the compartment in which work will be carried out. Cargo
lines may then be inerted or completely filled with water if considered necessary
● Vapour lines and inert gas lines to the compartment should also be ventilated and
isolated
● All sludge, cargo-impregnated scale, sediment or other material likely to give off
vapour, which is flammable, should be removed from an area of at least 10 metres
around the area of hot work. Special attention must be given to the reverse sides
of frames and bulkheads. Other areas that may be affected by the hot work, such
as the area immediately below, should also be cleaned
● The area is well ventilated throughout the work period and periodic testing will be
carried out to check that no concentrations of flammable or toxic gases develop
● Adequate fire-extinguishing equipment is ready for immediate use

Spontaneous combustion

If damp or soaked with oil (especially oil of vegetable origin), some materials are liable to
ignite without the external application of heat; this results from gradual heating within the
material caused by oxidation. The risk of spontaneous combustion is smaller with petroleum
oils than with vegetable oils, but it can still occur, particularly if the material is kept warm, for
example by proximity to a hot pipe.

Cotton waste, rags, canvas, bedding, jute sacking or any similar absorbent material should
therefore not be stowed near oil, paint, etc., and should not be left lying on the jetty, on decks,
on equipment, on or around a pipeline, etc. If such materials become damp, they should be
dried before being stowed away. If soaked with oil, they should be cleaned or destroyed.

Certain chemicals used for boiler treatment are also oxidizing agents and, though carried in
diluted form, are capable of spontaneous combustion if permitted to evaporate.

Precautions concerning corrosion hazards

Some ships’ tanks are fitted with metal slabs, known as anodes, to provide cathodic
protection against corrosion. Sparks may be caused if an anode or its support is struck or
dislodged. Corrosion itself may lead to leakage of oil from tanks and pipes, to malfunctioning
of equipment and to lack of oxygen in enclosed spaces.

150

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Aluminium

Aluminium equipment should not be dragged or rubbed across steel since it may leave a
smear, which if it is on rusty steel and is subsequently struck, can cause an incendive spark.
It is therefore recommended that the undersides of aluminium gangways and other heavy
portable aluminium structures be protected with a hard plastic or wooden strip.

Entry into enclosed spaces

In view of the possibility of oxygen deficiency and the presence of hydrocarbon or toxic gas
in a cargo tank, cofferdam, double-bottom tank or any enclosed space, it is the master’s
responsibility to identify such spaces and establish procedures for safe entry.

Personnel should consult the responsible officer to determine whether entry into such enclosed
spaces is permitted. It is the duty of the responsible officer to check the atmosphere in the
compartment, ventilate the space, ensure the appropriate procedures are followed, ensure
the safety of the personnel concerned and issue an entry permit.

Pump-rooms

General precautions

By virtue of their location, design and operation, pump-rooms constitute a particular hazard
and therefore necessitate special precautions.

Pump-room bilges should be kept clean and dry. Particular care should be taken to prevent
the escape of petroleum products or hydrocarbon vapour into the pump-room. All pump
seals, valve glands, drain cocks and mud boxes should therefore be maintained in good
condition.

In the event of a serious spillage, the application of a layer of fire-extinguishing froth will help
to control the generation of hydrocarbon vapour until the situation is brought under control.

Ventilation

The possible presence of hydrocarbon gas within the pump-room necessitates ventilation.
Regulations require the mechanical expulsion of mixtures of air and petroleum gas from the
bottom of the pump-room (SOLAS Ch 11-2, reg. 59.3).

A pump-room should be thoroughly ventilated, and its atmosphere checked for petroleum
gas, before anyone enters it. Ventilation should be continued until access to the pump-room
is no longer required.

The pump-room should be continuously ventilated during all cargo operations.

Special attention should be paid to the space below the lower platform, where petroleum gas
is liable to accumulate.

Isolation of the pump-room vent system in the event of fire requires the efficient operation of
dampers in the vent trunk. They should therefore be well maintained.

151

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Pump-room lighting

Care should be taken to ensure that the integrity of the approved lighting system is maintained.
If additional lighting is required, only approved equipment should be used.

If there is any reason to doubt the integrity of the pump-room lighting system, it should be
switched on only after thorough ventilation of the pump-room. However, new regulations
require that pump-room lighting should be interlocked with pump-room ventilation and will
come on only after ventilation is put on.

Pump-room entry

No one should enter a pump-room at any time without first obtaining the permission of a
responsible officer.

It is the duty of the officer in charge of cargo operations to ensure that adequate ventilation
of the pump-room has been accomplished, that the atmosphere within the compartment
is suitable for entry and that adequate communication procedures are established and
maintained.

Notices should be displayed at the pump-room entrance prohibiting entry without prior
permission.

The pump-room lifelines and harness should be rigged ready for immediate use. Where
possible, an unobstructed direct lift should be provided.

Pollution Prevention

General

During the past twenty-five years the pollution of the world’s oceans has become a matter
of increasing international concern. Most of it comes from land-based sources and includes
the by-products of industry, runoff from agricultural pesticides and herbicides and effluents
discharged from urban areas.

Nevertheless, a very significant amount of pollution is caused by shipping and maritime

activities generally. The substances involved vary enormously in quantities transported.
The following paragraphs summarize pollution-control situation insofar as the main types of
shipping activity are concerned.

Oil

In tonnage terms, the most important pollutant resulting from shipping operations is oil. The
National Academy of Sciences (NAS) of the United States estimated in 1980 that as much as
3.54 million tonnes of oil enter the sea every year, some 1.5 million tonnes of which resulted
from the transport of oil by sea (the remainder comes from land-based activities and includes
industrial wastes, urban runoff and natural seepage).

The best-known cause of oil pollution is tanker accidents. Although this may contribute a
comparatively small percentage of the total oil entering the sea in a year, the consequence of

152

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

an accident can be disastrous to the immediate area, particularly if the ship involved is a large
one and the accident occurs close to the coast. The wrecks of the Torrey Canyon (1967), the
Amoco Cadiz (1978), the Exxon Valdez (1989) and Sea Empress (1996) are examples. The
NAS estimates that about 390,000 tonnes of oil a year enters the sea from this source.

A much greater quantity of oil enters the sea as a result of normal tanker operations, usually
associated with the cleaning of cargo residues (cargo clinging to the tank sides) and the
changing of ballast which takes place when the ship is returning from the port of discharge
to take on another cargo of oil. The amount of residues normally amounts to about 0.4%
of cargo-carrying capacity – about 800 tonnes on a 200,000 DWT crude oil carrier. During
ballasting and cleaning, as much as half of this can be lost overboard unless slops are retained
on board. In tonnage terms, this is still probably the biggest source of oil pollution from ships
– about 700,000 tonnes a year, according to the NAS – but it has declined considerably in
recent years.

Other causes of oil pollution include dry-docking (30,000 tonnes); bilge and fuel oil (from
dry cargo ships as well as from tankers) (300,000 tonnes); and non-tanker accidents
(20,000 tonnes).

Oil affects the marine environment in different ways. It blankets the surface, interfering with
the exchange of oxygen between the sea and the atmosphere; its heavier constituents
blanket the seafloor, interfering with the growth of marine life; many constituent elements are
toxic and get into the food chain; and oil on the beach interferes with recreational uses of that
beach. Furthermore, oil may enter seawater distilling inlets and it may be deposited on tidal
mudflats, again with detrimental results. In the face of growing oil pollution, international action
was taken in the shape of the adoption of the International Convention for the Prevention of
Pollution from Ships, 1973. In 1978 a Protocol tightening the provision of the Convention,
especially in respect of oil tankers, was adopted. The combined instrument is now known as
MARPOL 73/78, with further amendments. Marine pollution is more than oil pollution, and
MARPOL 73/78 deals with these different pollution categories. Annex I of the Convention
deals with oil pollution.

Annex I of MARPOL 73/78

Annex I deals with pollution caused by accidents occurring to oil tankers and by tanker
operation. The prevention of accidents is primarily a safety matter, and is dealt with through
safety conventions. Annex I does, however, serve to mitigate the effects of accidents.

With respect to oil tankers, the protection of the marine environment is approached
through:
● Construction requirements
● Equipment requirements
● Operational requirements
● Survey and certificate requirements
● Cargo record book

153

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● Control procedures
● Penalties

The construction requirements reflect the desire to avoid ballast water coming into contact
with cargo oil, thereby restricting the generation of oily water mixtures, and preventing the
discharge of oil into the sea. They also reflect the desire to give ships carrying oil a greater
survival capability, to protect the oil tanks by means of void spaces, and to limit tank size
so that, if an accident does occur, the outflow of oil will also be limited. The equipment
requirements reflect the desire to enable a ship to comply with operational requirements.
MARPOL 73/78 not only lays down operational requirements but also provides for the means
to operate in accordance with those requirements.

A brief outline of the latest amendments has been given earlier. It is therefore not repeated
here.

Construction of oil tankers

Segregated ballast tanks (SBT)

New crude oil tankers of more than 20,000 tonnes deadweight and new product tankers of
more than 30,000 tonnes deadweight must be provided with segregated ballast tanks of
sufficient capacity, so that only in extraordinary circumstances will there be a need to take
ballast water in cargo tanks. SBT reduce the need for tank washing and therefore reduce
oily water mixtures, but only if they are of adequate capacity. Segregated ballast tanks are
defined as tanks which are completely separated from the cargo oil and fuel oil systems
and which are permanently allocated to the carriage of ballast. They are served by their own
pumps and piping adequate for their purpose. The capacity should be such that, at any time
of the voyage:
● The mid-ship’s draught is not less than 2.0 + 0.02 L metres (L – length between
perpendiculars)
● The trim by the stern is not more than 0.015 L
● The propeller is fully immersed

New tankers, in this context, are those built after 1 January 1980. Ships built before that
date are subject to less stringent requirements, in recognition of the fact that retro-fitting
segregated ballast systems may be costly and impracticable. Such ships need only be fitted
with SBT if they exceed 40,000 tonnes deadweight, but may instead choose to:
● Operate with dedicated clean ballast tanks (CBT), if product tankers
● Be equipped and operate with a crude oil washing (COW) system, if crude oil
tankers

Protective location of ballast tanks

In addition to providing sufficient ballast capacity, which results in stipulated mean draught and
trim, SBT should also be located so as to offer some degree of protection against stranding
and collision. Ideally, this would be a double skin and double bottom against stranding
and collision. This is not necessary in practice; instead, the total area of the protected side

154

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

and bottom should comply with certain parameters. In addition, the regulations stipulate a
minimum width for the wing ballast tanks of 2 metres and a minimum height for the double-
bottom ballast tanks of 2 metres or B/15, whichever is the lesser (B = maximum breadth of
the ship). There is no requirement for the ratio of the side and bottom protection, as long as
the total area complies with Annex I; in practice, this means that in oil tankers the SBT are
wing tanks, adjacent to the ship’s shell plating.

Limitation for tank size

This requirement concerns the construction of cargo tanks and is applicable to all oil tankers.
The provision aims to limit the quantity of oil, which can escape into the marine environment
when an oil tanker sustains damage to its cargo tanks. The provision limits the length and
width of cargo tanks and, in addition, limits the hypothetical outflow to less than 40,000 cubic
metres in the event of assumed damage due to collision or stranding.

Subdivision and stability

Annex I lays down requirements for the subdivision and stability of a vessel in order to ensure
a certain survival capability after a collision or stranding. A given extent of longitudinal,
transverse and vertical damage is assumed when determining compliance with the
requirements. Furthermore, using the ship’s length as a parameter, distinctions are made
regarding the location of the assumed damage in relation to the ship’s length. For tankers
above 225 metres in length, the damage is assumed to be anywhere along the length of the
ship. For ships of lesser length, neither certain areas, such as machinery spaces and peak
tank spaces, nor damage involving a transverse bulkhead are considered in the damage
assumption.

Taking the above damage into consideration, the resulting condition of equilibrium of the
ship should be such that the waterline, when taking account of the sinkage, heel and trim,
should be below the lower edge of any opening through which progressive flooding might
take place. In that condition the stability should also comply with certain requirements.

Slop-tanks

Slop-tanks must be of adequate capacity to ensure that tank washings and other oily mixtures
can be retained on board for separation of the oil and water and subsequent discharge of the
water as part of the LOT procedures; Annex I requires at least one slop-tank for ships of less
than 70,000 tonnes deadweight and at least two slop-tanks for larger ships. The capacity of
the slop-tank is expressed as a percentage of the cargo-carrying capacity and depends on
the tank-washing method used; a larger capacity, and therefore larger tanks, is required for
open cycle washing than for washing in the re-circulation mode. SBT and COW tankers and
combination carriers may also have smaller slop-tanks. Slop-tank arrangements must be
such as to facilitate the separation of oil and water.

Overboard piping

All discharges from cargo and ballast tanks must, in principle, be made above the waterline
to ensure that both discharge and water surface may be observed. Since discharge above
the waterline may pose hazards in port for persons working on lighters, jetties, passing small

155

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

craft, etc., the discharge of clean and segregated ballast is permitted under the waterline
when in port. Pipelines on board reflect these requirements.

On oil tankers of 20,000 tonnes deadweight or more, it should be possible to drain pumps
and lines, if necessary by connecting them to a stripping device. A special small-diameter
line should be provided to discharge these draining to the shore. A schematic drawing of this
arrangement is shown in Fig. 8.

Operational measures in lieu of construction requirements

It is difficult – and may be extremely costly – to modify an existing oil tanker to comply with
the SBT requirements; ways had to be found for such oil tankers to be exempted from SBT
and at the same time to pose no threat to the marine environment. The Tanker Safety and
Pollution Prevention Conference in 1978 investigated this problem.

One method for dealing with the problem is crude oil washing (COW). At the time of the
conference, it was not a novel concept, and a number of tanker operators were already
practising COW as a matter of routine. Reports indicated that, when carried out effectively,
COW could considerably reduce oily residues in cargo tanks so that, in fact, only a water
rinse would then be necessary to prepare the cargo tanks for clean ballast. The resulting
decrease in oily water mixtures was considered to pose little threat to the marine environment
and, as far as existing oil tankers were concerned, COW was accepted as offering protection
for the marine environment equivalent to that of SBT. In fact, COW was considered to be so
beneficial for the marine environment that the requirement for COW was extended to cover
new crude oil tankers as well. COW can only be affected on crude oil tankers, so that other
means of protecting the marine environment had to be found for existing product tankers not
provided with SBT.

Equivalent protection was provided by the concept of dedicated clean ballast tanks (CBT),
whereby a number of cargo tanks are dedicated solely for the carriage of ballast instead of
providing the ship with SBT. The main difference is that CBT, by not needing to be served
by segregated pumps and piping, allows the cargo system to be used. The capacity and
distribution of the ballast tanks are such that the ship meets the requirements for trim
and mean draught that are laid down for SBT and is not subject to excessive stress when
ballasting.

Crude oil washing (COW)4

COW offers the following advantages over washing cargo tanks with water:
● Reduction in pollution potential
● Increased cargo out-turn
● Less dead freight
● Less time required in subsequent tank cleaning

4
COW is discussed in detail in Appendix 4. However, it is being mentioned here to give an idea that COW
should not be treated in isolation but is very much a safety aspect of oil tanker operation.

156

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

● Less time needed to prepare a tank for repairs in dry-dock

● Less corrosion through less contact for the tank with water

The disadvantages of COW are:

● Increased workload on personnel
● Prolonged discharge time
● Costs of COW equipment
● Increased safety risks in port

COW is usually carried out in the port of discharge, although it is also possible to do it on
passage between ports, provided there is still a parcel of crude oil in the ship. The source of
the oil for COW may be the discharge line, in which case provision must be made to bleed off
oil for tank washing. Alternatively, the slop-tank may be used in the re-circulation mode.

When the discharge line is the source of the washing fluid, special measures may be necessary
to ensure sufficient pressure in the washing system, especially if the backpressure from the
terminal is low. If the slop-tank is used in the re-circulation mode, it may be argued that the
sludge being removed from the cargo tanks is being re-injected for further washing. In any
case, it is important that sufficient crude oil be available to complete the COW programme.

In order to ensure that COW is effectively protecting the marine environment against oil
pollution, the design, operation and control of COW systems are subject to IMO specifications,
and only crude oil tankers in which the COW system and its operation are surveyed and
found to be in accordance with those specifications will be issued with the IOPP Certificate.
Design specifications cover pumps and piping, washing machines and stripping systems.
Operations cover washing programmes, pressures, prevention of electrostatic hazards, the
dangers of oil leakage and the number of tanks to be washed. Washing programmes cover
the different stages and duration of washing. The ship is surveyed on a ‘one-off’ basis, that is
to say that a complete tank-washing programme is performed when the ship is first surveyed
for certification. The number of washing machines, washing programmes, duration and
pressure are noted and a surveyor examines the effectiveness of cleaning. To do this, the
surveyor measures the oil on top of the ballast in a tank, which has been washed with crude
oil but not with water. The surveyor will also inspect a number of tanks internally after crude
oil washing but before any water washing. Finally, the oil content of any ballast from a tank,
which has been washed with both crude oil and water, is determined. In addition to these
tests, the whole of the COW system will be inspected.

It is important that, during the subsequent operation of the ship, COW takes place under
the same parameters as those used during the tests so that the desired washing results are
obtained. Conditions influencing the washing results are:
● The number and location of washing machines
● Nozzle diameter
● Number and size of drain holes
● Effectiveness of the stripping system and the stripping procedure
● Trim of the ship

157

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

It should be noted that too many machines in use on a branch line could lead to excessive
fluid velocity in the line. This causes a pressure drop over the line, impairing the effectiveness
of the machines being served. It is therefore important that the correct number of tank-
washing machines is used at all times.

In order to ensure that the ship’s crew comply with the test parameters, the ship is provided
with a COW Operation and Equipment Manual, which not only describes these parameters
but also gives examples of typical single and multi-parcel discharges and associated COW
operations.

One condition influencing COW results that has not been mentioned so far is the grade,
i.e. the source, of the crude oil itself. At one end of the scale there are crude, which lend
themselves very well to COW, while at the other end there are crude, which are unsuitable for
the purpose owing to their high pour point or viscosity. Such oils may not be carried in crude
oil tankers unless they are provided with SBT.

It should be clear that COW is not optional but mandatory for tankers certified for such
operations. No ballast water may ever be taken into cargo tanks which have not been crude
oil washed. This means cargo tanks ballasted before or shortly after departure (the departure
ballast), those ballasted upon or prior to arrival (the arrival ballast), and those, which may need
to be ballasted at the discretion of the master. There is a further requirement that cargo tanks
not used for ballast should be crude oil washed in rotation for reasons of sludge control. This
also applies to new oil tankers provided with both SBT and COW; such vessels must ensure
that sufficient cargo tanks are crude oil washed to take additional ballast, if required, and that
a quarter of the remaining tanks are crude oil washed to control sludge build-up.

In view of the hazards involved in crude oil washing, this operation may only take place in an
inerted tank atmosphere and by specially trained personnel. COW operations should cease
if during washing:
● The oxygen level in the tank exceeds 8% by volume, or
● The pressure of the atmosphere in the tanks is no longer positive

Particular attention must be paid to preventing electrostatic hazards caused by the presence
of water in the crude oil used for washing. Only ‘dry crude’ may be used. In loaded tanks
there is always a risk of water lying underneath the cargo, and water will always be present
in the ship tanks if LOT procedures have been executed properly. For safety reasons, cargo
tanks that are used as a source of crude for COW must always first be ‘de-bottomed’, i.e. the
bottom 1 metre of cargo, where water is most likely to be present, must always be discharged
before using the crude oil for COW. For the same reasons, if a slop-tank is utilized as a supply
of crude oil for COW it must first be discharged completely and refilled with dry crude.

Dedicated clean ballast tank (CBT)

Like COW, the use of CBT is aimed at reducing the generation of oil/water mixtures. CBT
must be used on oil tankers, which are not provided with SBT, which carry oils other than
crude oil, and which, as a consequence, cannot practice COW. In principle, an oil tanker with
CBT is the same as an SBT tanker. Since ballast water is carried in tanks designated for that
purpose, there is no need to change ballast whilst under way to the loading port. Capacity
and distribution should ensure that no additional ballast is needed on most occasions, and

158

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

the location of CBT in the ship’s sides, where possible, offers some degree of protection
against pollution arising from collision. The measure is a temporary one, only to be used on
product tankers of 40,000 tonnes deadweight and above, built before 1980. In practice it
has been difficult to allocate cargo tanks in an existing configuration, which would result in
compliance with trim and draught requirements. It has often been necessary to utilize peak
tanks and cofferdams for ballast to meet the requirements.

In one important respect CBT differs from SBT, and that is in the use of pumps and piping,
CBT tankers may have to make use of cargo pumps and piping for ballasting during and
after cargo operations, and considerable flushing of pumps and lines may have to take place
to avoid contaminating the ballast water. The flushing may not be discharged into the sea
and, contrary to practice on non-CBT ships, cannot be transferred to the ballast tanks, since
these have been thoroughly cleaned at an earlier stage and must remain clean. Pump and
line flushing must therefore be transferred to the slop-tanks and, for that reason; space
may have to be left in the slop-tanks even on a loaded voyage. Oil tankers certified as CBT
tankers must be provided with a CBT Operation Manual setting out the correct line-flushing
procedures for the particular ship.

A number of oil tankers operating with CBT have a dedicated ballast system serving those
tanks; for these, operations are very similar to those on SBT tankers. Care must be taken to
prevent oil entering the ballast tanks through the cargo piping, and there should be a two-
valve separation between cargo and ballast.

Equipment requirements

Oil discharge monitoring and control equipment

The discharge provisions limit both the total quantity of oil that may be discharged into
the sea from the cargo-tank area and the instantaneous rate of discharge of oil. Monitoring
equipment must be provided to enable oil tankers to comply. The discharge provisions
also stipulate that the equipment should be in operation when oil and water mixtures are
being discharged into the sea. International specifications for the equipment have been
established, and only approved types may be used on board. The equipment must come into
operation whenever a discharge takes place. The discharge of segregated and clean ballast
(except from CBT tankers) need not be monitored. The equipment must halt the discharge
automatically when the permitted quantity of oil or the permitted number of litres of oil per
mile has been reached.

The task to be performed requires complicated equipment. Not only must the oil content of
the effluent be measured, a difficult enough task, but the discharge rate of the pumps over a
wide range of output and the speed of the ship must also be recorded. A computer is needed
to transfer input into output, i.e. total quantity of oil and instantaneous rate of discharge (litre
of oil per mile). Output must be recorded and the time of discharge must be identified. The
principles involved are described briefly below.

An oil discharge monitor and control system consists essentially of four systems:
● An oil content meter that is able to analyse the relative content of oil in the water
stream, expressed in parts per million (PPM)

159

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● A flow meter that is able to measure the flow rate of oily water through the discharge
pipe
● A computing unit that is able to calculate the oil discharge rate in litres per nautical
mile and total quantity, together with date and time identification
● An overboard valve control system that is able to stop the discharge when the
permissible limit has been reached

It is difficult to monitor oil content of water, considering the small concentrations of oil involved
and the many disturbing factors (such as widely varying properties of oil, other contaminants
in the water and a hostile environment for the equipment).

The most accurate technique for determining the oil content of water is based on analysis
of the absorption of infrared light. The absorption of infrared light of a controlled wavelength
(about 3.4 m) is fairly independent of the type of the oil, but the method cannot be used
accurately whilst the oil droplets are suspended in water since water also absorbs infrared
radiation. The oil is therefore normally extracted in a suitable solvent that is non-soluble in
water, such as carbon tetrachloride. This method of oil content measurement cannot easily be
adapted to shipboard use because of the need for continuous analysis within a short time.

More practical methods have therefore been adopted for use on board ships. Most are based
on optical principles, such as measuring the discolouration or turbidity of the water caused
by the oil droplets. The principles employed and other features of these instruments are
summarized below.

Ultraviolet fluorescence

This principle was employed in the original ballast monitor. It was based on the phenomenon
that molecules of unsaturated hydrocarbons become excited when illuminated with ultraviolet
light of a certain wavelength and will then radiate light in the visible spectrum. The method is
sensitive to the size of the droplets but is rather insensitive to other impurities in the oil. The
main disadvantage, however, is that different oils contain different amounts of unsaturated
hydrocarbons, so that the instrument must be calibrated each time for the type of oil being
monitored. A considerable number of instruments of this type are installed in tankers, but the
model has been discontinued and current production is concentrated on meters working on
other principles.

Turbidity meters

If an oil/water mixture with low oil content is heavily agitated so that the oil droplets become
very small, the water will turn ‘milky’ to varying degrees, depending on the amount of oil
present; the actual colour of the oil droplets is of no importance. This method can be used
for indicating the oil content, provided the conditions for homogenizing the sample are well
controlled. If a light beam is projected through a test cell containing sample water with
well-homogenized droplets, part of the light passing through the cell will be scattered. The
intensity of light picked up by a photocell at the end of a straight path through the cell will be
reduced, whereas the intensity of scattered light sensed by a photocell mounted at an angle
to the original path will increase. Laser light may be used to obtain a well-defined light beam
and possibly a selective light-scattering effect.

160

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

This principle is used in one oil content meter currently available, in which the light beam and
the signals picked up by the photocells are transmitted via optical fibres to the electronic part
in the engine-room, thereby making the bulkhead penetrations quite small.

A similar instrument, operating with infrared light, is also available.

A third instrument, based on the turbidity principle, operates only on the direct transmitted
light through the test cell in which the heavily agitated sample water circulates.

Instruments of this type can measure oils ranging from heavy crude oils to gasoline, but some
changes in the calibration are required to cover the extremes of the range. As the instruments
measure the number of particles in the water, they are rather sensitive to other contaminants
such as rust or air bubbles.

Light absorption and gas measurement

An instrument working on a different principle has also been developed. It is based on a

three-step principle:
1. Filtering out the oil in a lipophilic filter tape
2. Determining the discolouration of the tape
3. Determining the amount of gas evaporating from the tape when it is heated

A sample stream of oily water is passed through the tape, which absorbs all of the oil. Solid
particles are left on the lower side of the tape. Heavy oils create strong discolouration of the
tape but give off a small amount of gas, whereas light oils behave in the opposite way. By
adding the signals from the two measuring channels in selected proportions, an output signal
is obtained which is relatively insensitive to the type of oil. The instrument is rather more
complex mechanically than the others, and has a running cost, as the filter tape is being
consumed. However, it is less sensitive to rust and air bubbles than the other types.

The absorption of infrared light by oil can also be measured. As infrared absorption by the
background water is also high, an oil-free reference water of relevant quality must be obtained
at all times; this is done by purifying a small part of the water in a micro-filter. The infrared
absorption by the oily water and by the oil-free water can then be measured. The difference
is caused by absorption by the oil and that signal can be calibrated in oil content.

Arrangement of the system

The monitoring and control system must be equipped with a starting interlock arrangement
whereby the overboard valves can only be opened when the monitor is in operation. This
requirement is waived for small tankers with manual valve operation.

The system information is normally recorded by a digital printer, which does not deliver a
continuous record in the true sense. The specifications therefore lay down the minimum
requirements for print-out at certain time intervals, at certain changes in the various parameters,
when alarm levels are reached, etc.

161

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Oil/water interface detector

When decanting slop-tanks, which is an essential operation during LOT procedures, it is

necessary to determine the height of the oil/water interface in order to prevent oil from being
discharged into the sea. Interface detectors are usually portable, although permanently
installed equipment is also used. International specifications have been drawn up, and only
equipment that complies with these standards may be used.

The equipment, in this case a portable instrument, consists of a metal tape measure, an
ampere meter, a zinc weight and an earthing clamp to connect the equipment to the ship’s
structure. The principle is that, when the weight is suspended in salt water, galvanic action
between the zinc and the steel structure of the ship generates an electric current, which is
indicated on the meter. When the zinc weight is suspended in oil, no current is generated.
By lowering the zinc weight and registering the height at which the current starts to flow, it
is possible to determine the interface. In practice, the weight is first lowered through the oil
into the water, to clean the oil from it; it is then raised until the meter shows zero current,
indicating the interface.

Matters related to air pollution

Rules to control air pollution from engine exhaust emissions are contained in Annex VI
of MARPOL. The loading and ballasting of tanks may cause air pollution from oil tanker
operations, as these operations result in inert gas and hydrocarbon gas being vented to
the outside atmosphere. Another operation resulting in air pollution is gas freeing. If local
regulations limit air pollution, special measures must be taken. These can take two forms,
a vapour-return line or gas/vapour displacement. Vapour return entails transferring all gas
displaced from cargo tanks to the installation ashore; this requires special provisions that are
not normally found on oil tankers.

Gas/vapour displacement is not always possible. If a ship is being discharged and cargo
tanks are being ballasted, it is possible to contain the gas/vapour. In this case the venting
system is closed to the outside atmosphere and the inert gas will be driven from the tanks
being ballasted to those being discharged. The supply of inert gas must be adjusted to keep
a slight positive pressure in the tanks.

Enhanced surveys

Since 1995 all tankers aged five years and over have been subject to a specially enhanced
inspection programme, which is intended to ensure that any deficiencies such as corrosion
or wear and tear resulting from age or neglect are detected. This regulation applies to crude
carriers of 20,000 DWT and above and product carriers of 30,000 DWT and above. It applies
to inspections during periodical, intermediate and annual surveys. Tankers that are five years
old or more will have to carry on board a complete file of survey reports together with a
condition evaluation report endorsed by the flag Administration.

Emergency towing arrangements

Amendments to SOLAS 1974 Chapter 11-1 regulation 3-4 require since January 1996 all new
tankers of 20,000 DWT and above to be fitted with an emergency towing arrangement fitted

162

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

at both ends of the ship. Existing ships must be fitted no later than 1st January 1999. The
towing arrangements are to comply with Classification Society rules.

Level gauges

Level gauges have important safety, environmental and commercial effects on oil tanker
operations. A description is given here of the different types commonly in use on oil tankers
and terminals.

Types of gauge

Mechanically operated float gauges

In this type of gauge, the detecting element is a float. The power to actuate the mechanism
comes partly from the movement of the float and partly from the balancing mechanism.

The float is connected to the mechanism by means of a tape or other mechanical or magnetic
linkage.

The float is connected to the measuring tape, which runs over a pulley system to enter the
gauge head. Inside the gauge head the tape passes over a sprocket wheel driving a counter
mechanism, and thence on to a storage drum. A spring, which winds off a storage drum on
to a power drum connected to the tape storage drum, keeps the tape under tension without
lifting the float clear of the product. As the liquid level in the container rises, the tension
applied to the tape by the spring takes up the slack on the tape. On the better types of
gauge, the spring tension increases as the liquid level falls, in order to compensate for the
additional weight of tape used.

Electrically powered servo-operated gauges

With this type of gauge the detecting element is a surface-sensing device, which follows
the variations of level by means of a servo-mechanism. Indication of level can be by various
electrical or mechanical methods.

The sensing head is usually designed to sense the liquid surface and to indicate to the
control unit the distance from that surface. The control unit endeavours to keep the head at
a fixed distance above the product by controlling the driving motor. The tape would actually
pass over a sprocket wheel driving a counter mechanism.

Electrical capacitance gauges – comparative types

These gauges measure the liquid level by comparing the electrical capacitance of a partially
immersed element with that of a fully immersed, similar element by means of a bridge
circuit.

Other types of electrical capacitance gauges

This is a general grouping of all capacitance gauges. They measure the liquid level by means
of the differences in dielectric permittivity between the product to be measured and the
vapour.

163

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

In this case, the sensor usually consists of a wire or single element, the capacitance of which
changes according to the amount of product present.

Bubbler gauges

In this type of gauge measuring the backpressure generated by the injection of a gas or
vapour derives the head of a liquid of known density. This pressure is normally displayed at
the required position on a manometer that is calibrated directly in level units.

It will be noted that the manometer must be compensated for the tank pressure, otherwise
level readings will be completely erroneous.

Pneumatic or hydraulic level gauges using a closed cell

In these gauges a pressure-sensitive cell is located near the bottom of the container, and
changes in pressure are transmitted by electronic, pneumatic or hydraulic means to a
remote location. The capillary system is usually compensated for normal changes in ambient
temperature.

Other differential-pressure methods

These methods of level measurement use pressure transducers of various types to measure
the hydrostatic pressure at the bottom of the container and at the same time correct the
reading for the internal tank pressure, as measured at the top of the container.

Sonic gauges

There are several types of level gauge using this principle. The most commonly available
types measure the time difference between a transmitted signal and its reflection from the
liquid surface. Gauges can be mounted on the tank top or at the bottom of the tank.

Radioactive methods

In these methods the level is read by measuring the attenuation of radiation by the product.
Several methods are employed. Fig. 22 shows three possible arrangements. In (a) a single
source and a single detector are used, the attenuation of the radiation being measured to
ascertain the liquid level. In (b), indication is in comparatively large steps, each radioactive
source being associated with its own detection device. The third method has a single source
emitting a fan-shaped beam in the tank. The direct radiation and that attenuated by the
product are both measured to determine the liquid level in the tank.

Caution

Radioactive sources can involve a considerable health hazard to operating personnel,

and every necessary precaution must be taken.

164

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Surface-sensing-type devices

This group covers gauges which cannot be placed under other headings and which depend
upon measurable differences in physical properties between the vapour and liquid phases
of the product. Measuring elements capable of detecting these differences (e.g. in thermal
conductivity, electrical capacitance) are located in the container, thus enabling the liquid level
to be determined.

Caution

The user must be careful not to confuse the terms ‘accuracy’ and ‘repeatability’, and
cautious about manufacturers’ claims of accuracy.

Fundamental measuring accuracy is important, but it is less vital to the user than good
repeatability, which is the ability of an instrument to reproduce results under all conditions.
An instrument with good repeatability may have a considerable constant error, for which
allowance can be made. On the other hand, an instrument with very good statistical accuracy
may have poor repeatability; in this case many readings may have to be taken before any
reliance can be placed on the results.

Factors affecting accuracy and repeatability

Friction

Friction, the cause of hysteresis in mechanical systems, may increase during the life of a level
gauge owing to corrosion, wear, lack of lubrication, etc. The effects of changes in friction will
be minimized in a well-designed instrument. One must not forget that some systems also
suffer from hysteresis in resolution, although servo-operated gauges are free from this source
of error.

Manufacturing tolerances

These are always present in both mechanical and electronic systems; indeed, tolerance
variations of 20% are common in electronic components. Mechanical apparatus and
electronic circuits should be designed to minimize errors from this source. Where necessary,
selected low-tolerance components must be used.

Product density

Changes in product density affect many types of gauge; float gauges will require correction
and capacitance gauges will need to be recalibrated unless they are of the comparative type,
as will any type using a pressure head. Radioactive gauges are also affected by density.

Product impurities

Small amounts of water and other impurities in the product cause wide changes in readings
from capacitance gauges, even comparative types.

165

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Installation

Installation probably has a greater effect on performance and reliability than any other
factor. Most manufacturers suffer from installation being carried out by contractors who
employ apparently uninformed personnel. Poor alignment of pulleys, poor lubrication, over-
lubrication, paint applied where there should be no paint, electronic equipment left exposed
to the elements (sometimes for months), bolts over tightened, bolts left loose or even missing,
physical damage from accident or sometimes deliberate maltreatment – these are some of
the many troubles that can occur.

Cargo calculations

In the above section of this appendix different systems for measuring ullage have been
examined. Ullage, in combination with the calibration tables, enables determination of the
volume of oil on board. Important though this information may be, it is only one step towards
calculating the mass of the cargo, a factor usually of more importance to the ship. Calculations
of deadweight, freeboard, trim, stability and stress need information on mass rather than
volume, it is therefore essential that volume be converted to mass.

The relationship between the volume and the mass or weight can be expressed by the density
at 15°C (vacuum). The density represents the mass per volume unit at 15°C, expressed in kg
per litre. If a certain volume is observed in a cargo tank with a measured temperature, called
the gross observed volume (G.O.V.) , this volume is corrected to a volume at 15°C with the
aid of the appropriate ASTM table (table 54). The resulting gross standard volume (G.S.V.) is
expressed in litres.

The mass or weight in vacuo is calculated by multiplying the G.S.V. with the given density at
15°C (vacuo).

Using the ASTM table 56 the weight in vacuo can be corrected to weight in air as a function
of the given density.

The American oil industry uses another scale of mass/volume ratio. This is known as the API
scale, which is an arbitrary scale derived from the formula:

141.5
API = - 131.5
R.D. at 60°F

Note that API goes up as the R.D. goes down.

The fact that different units may be used when conveying information on quantities of oil
is a possible source of misunderstanding. When exchanging messages, it should be made
unequivocally clear which units are being used. With respect to volume and quantity, the
following units are in common use:
● Barrels (of 42 US gallons) cubic feet
● Cubic metres
● Imperial and US gallons tonnes of 1000 kg

166

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

● Tonnes of 2240 Ibs (avoirdupois)

● Tonnes of 2000 Ibs (avoirdupois)

The use of these widely varying units means that books must be available on board for
converting one into the other.

Pump theory and characteristics

Pump theory

Strictly speaking, a pump does not draw up a liquid, but rather creates a vacuum on the
suction side, allowing atmospheric pressure to push the liquid into the pump. In theory, a
pump could therefore draw up a liquid column corresponding to the atmospheric pressure,
which equals about 10 metres of water (for which the relative density is 1).

In practice, the situation is different. Theoretical suction height is influenced in a positive

way by atmospheric pressure, inert gas pressure and the height of liquid in the tank; it is
negatively influenced by the net positive suction head (NPSH) of the pumps, frictional losses
in the pipelines, true vapour pressure of the liquid being pumped, and the height of pump
and suction piping above the tank bottom. All of these can be expressed in metres liquid
column.

The NPSH of a pump is a combination of friction and vacuum losses associated with a
particular pump on board. Decreasing fluid velocity through a pump, i.e. by decreasing the
flow, can reduce these losses.

Piping friction is caused by the liquid passing through the suction piping, and depends on the
length of piping, the number of valves, bends and fluid velocity. Again, decreasing the flow
may reduce frictional losses. The height of the liquid column can be improved by trimming
the ship.

The order of magnitude of the different factors involved is shown in the table below.
Disregarding the column of liquid in the tank, the sum of negative factors will equal or nearly
equal 10 metres for a liquid of relative density 1, whatever combination of factors is taken.

Factor Liquid Column Remarks

NPSH 4–m Single-stage pump
Pipeline friction 1 – 5 m or more Depending on tank, number of valves
and bends
Vapour pressure 5–9m Gulf area crude
Pump + line above bottom
2 – 2.5 m Depending on ship type
Trim 0 – 3.5 m Depending on location of tank and phase of
discharge
Liquid level 0 – tank height Depending on phase of discharge
Atmospheric pressure Approx. 10 m Depending on weather and inert gas

167

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

It will be clear that there will be suction when positive factors are larger than the negative
ones. If the opposite holds true, there will be cavitation, and suction stops.

P + H + h > NPSH + LF + TVP pumping normal

P + H + h = NPSH + LF + TVP cavitation begins
P + H + h < NPSH + LF + TVP no suction

As the maximum available suction head is approached, bubble pressure is reached and vapour
forms throughout the liquid, i.e. the liquid boils. During a short period of time a liquid/vapour
mixture of varying relative density is created. The resulting fluctuations in pressure (caused
by the liquid column being drawn in) and in pump power can be observed as fluctuations in
discharge pressure and in revolutions of the pump.

Cavitation occurs and the rattle of imploding bubbles can be heard distinctly. Since a mixture
of liquid and vapour is being pumped, the liquid velocity in the suction piping decreases, line
resistance decreases and suction is maintained for a short while. Soon only vapour will be
drawn in and the flow will stop, even though a considerable quantity of oil may remain in the
tank.

If the pump is to be kept working, both NPSH and line resistance may be influenced by
reducing the discharge rate. The lower liquid velocity reduces both line resistance and NPSH,
ensuring that the bubble-point pressure is not reached.

Pump characteristics

The characteristics of a given pump can best be seen in a set of curves for a set pump
speed; several sets are usually given to cover a range of speeds. Fig. 24 shows such pump
characteristics of a centrifugal pump running at 1800 revolutions per minute.

The vertical axis shows the scales for the various curves, while the horizontal axis shows the
discharge rate as a function of head, expressed in metres of liquid column. To every pump
speed there is an O-H curve, which gives the relationship between head and discharge rate.
If the head is known, it is possible to determine the discharge rate. Head, it should be noted,
is not equal to backpressure. To convert backpressure into head, the difference between
backpressure and suction pressure should be converted into metres water gauge and divided
by the relative density of the liquid being pumped. The design point marked on the curve
represents the most economical working condition of the pump. This is also reflected in the
efficiency curve (EFF). Other curves to be seen are NPSH and power consumption of the
pump in horsepower (HP).

At 1800 rpm, the pump is operating somewhere along the O-H curve. The actual point depends
on where the O-H curve crosses the shore curve, which represents the pressure a pump
has to work against. The pressure is partially static, depending on the difference in height
between liquid levels ashore and on board, and partially dynamic, owing to line resistance.
Fig. 25 shows the relationship and the common points between the curves, reflecting the
discharge rates for one pump working against shore curve 1 and shore curve 2.

Pumps running in parallel have a common Q-H curve, which can be constructed by adding the
curves horizontally. It is interesting to note that if the shore curve is steep, i.e. if backpressure
is high, the difference in output between one pump and more than one pump is not great, in

168

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

contrast to the situation where the shore curve is more gradually inclined, representing low
backpressure.

Emergency Procedures

Emergency plan

All personnel on board oil tankers must know the sound and the character of the different
alarms on board and the action they should take if they hear them.

General emergency alarm

Continuous sounding of alarm bells:

Action – all personnel to go immediately to their lifeboat stations.

Seven short blasts followed by one long blast repeated on whistle:

Action – launch of lifeboats, abandon ship.

Fire alarm

Intermittent sounding of alarm bells:

Action – all personnel to go immediately to their fire station.

Carbon dioxide alarm

Continuous sound from typhone:

Action – all personnel to go immediately to their fire stations.

(The alarm is situated in the pump-room, engine-room or other space, which is covered by
the CO2 fire-extinguishing system.)

Other alarms of importance

These include:
● Inert gas alarm
● High-level alarm (liquid level in tank) alarms in engine-room
● Alarms on bridge
● Alarms in accommodation
● Alarms in galley

169

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

List of Figures
Figure 1: Oil/Bulk/Ore (OBO) ship: cross section

Figure 2: Oil/Ore (O/O) ship: cross section

Figure 3: Schematic drawing of hydrocarbon molecules

Figure 4: Dimensional drawing of a methane molecule

Figure 5: Fire tetrahedron

Figure 6: Minimum slop-tank arrangement

Figure 7: Efficient slop-tank arrangement

Figure 8: Pump and line drainage arrangement and “small-diameter” drainage

discharge line

Figure 9: Oil content meter working with fluorescence

Figure 10: Oil content meter working on light-scattering principle

Figure 11: Oil content meter working on turbidity principle

Figure 12: Oil content meter working with discolouration and gas measurements

Figure 13: Oil content meter working with direct infrared absorption

Figure 14: Arrangement of oil-content monitoring and control system

Figure 15: Oil/water interface detector

Figure 16: Electrically powered servo-operated gauge

Figure 17: Electrical capacitance gauge – comparative type

Figure 18: Bubbler gauge

Figure 19: Pneumatic or hydraulic gauges using closed cell

Figure 20: Differential-pressure gauge

Figure 21: Ultrasonic level gauge

Figure 22: Radioactive level-gauging methods

Figure 23: Factors influencing suction

Figure 24: Pump characteristics

Figure 25: The influence of shore curves on parallel pumps

170

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Figure 1 Oil/Bulk/Ore (OBO) ship: cross section

171

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 2 Oil/Ore (O/O) ship: cross section

172

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Figure 3 Schematic drawing of hydrocarbon molecules

Figure 4 Dimensional drawing of a methane molecule

173

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 5 Fire Tetrahedron

174

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Figure 6 Minimum slop-tank arrangement

175

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 7 Efficient slop-tank arrangement

176

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Figure 8 Pump and line drainage arrangement and “small-diameter”

drainage discharge line

177

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 9 Oil content meter working with fluorescence

178

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Figure 10 Oil content meter working on light-scattering principle

179

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 11 Oil content meter working on turbidity principle

180

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Figure 12 Oil content meter working with discolouration and gas measurements

181

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 13 Oil content meter working with direct infra-red absorption

182

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Figure 14 Arrangement of oil content monitoring and control system

183

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 15 Oil/water interface detector

184

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Figure 16 Electrically powered servo-operated gauge

185

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 17 Electrical capacitance gauge – comparative type

186

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Figure 18 Bubbler gauge

187

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 19 Pneumatic or hydraulic gauges using closed cell

188

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Indicator

Signal
Amplifier

Figure 20 Differential-pressure gauge

189

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 21 Ultrasonic level gauge

190

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Figure 22 Radioactive level-gauging methods

191

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 23 Factors influencing suction

192

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 1

Figure 24 Pump characteristics

193

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Figure 25 The influence of shore curves on parallel pumps

194

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 RETAINED AS IT IS FROM THE EXISTING MODEL COURSE DOCUMENT

Appendix 2

Evaluation and Prevention of Electrostatic Hazards

Associated with Oil Tanker Operations

By
J B Mills and R C Oldham
Published by the
Institute of Marine Engineers,
London

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 RETAINED AS IT IS FROM THE EXISTING MODEL COURSE DOCUMENT

Appendix 3a

Inert Gas Plants – IGS Theory, Requirements

By
Per O. Hatlen M. Sc.
Chief Research Engineer
The Ship Research Institute of Norway
Oslo, February 1984

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
RETAINED AS IT IS FROM THE EXISTING MODEL COURSE DOCUMENT

Appendix 3b

Inert Gas Plants – IGS Operation

By
Per O. Hatlen
Chief Research Engineer
The Ship Research Institute of Norway
Oslo, February 1984

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 RETAINED AS IT IS FROM THE EXISTING MODEL COURSE DOCUMENT

Appendix 4

Crude Oil Washing –

Implementation and Operating Procedures

By
Captain W. D. J. Barker and T. W. Allsop
Published by
Institute of Marine Engineers
London

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 Appendix 5

Case Studies of Oil Tanker Accidents

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 PART D: INSTRUCTOR MANUAL – APPENDIX 5

Case Studies
Introduction

In this Appendix, a few case studies on oil tanker accidents have been presented. The
objective is to sensitize the students regarding the huge fallout of accidents on board a
tanker, in terms of loss of life, property and coastal amenities, and subsequent expenditure
of valuable resources in terms of economic cost of a clean up.

Working on board a tanker is very serious business that requires a high degree of
professionalism. Majority of incidents that take place on tankers, which in most cases result
in a spill, can be avoided by following the basic rules of safety and ensuring that corners are
not cut. It does not, after all, pay to behave like a proverbial cowboy and taking unnecessary
chances! By doing so, the shipboard personnel, especially the senior management on board,
behave in an irresponsible manner. The point of continuous training is to make the student
aware of the meaning of responsibility. When the essence of being responsible for one’s
actions comes from within, rather than being forced upon, it is the first step of safety culture
on board.

Each case history is organized as follows:

● A list of headers that summarizes the spill name, location, product, and size of
spill
● A brief incident summary including weather conditions and events leading up to
the spill
● A description of the behaviour of the oil including movement, evaporation, mousse
formation, and dispersion
● A discussion of countermeasures and mitigation
● A description of other special interest issues such as communication problems,
unusual hazards encountered, and large losses of organisms, as applicable

The post spill scenario has been delved into in some detail, as compared to the incident
summary, in order to make the seafarer aware as to how a small error in judgement on his/her
part (be it in terms of navigation or cargo operation) can create a difficult situation for many
others ashore.

205

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Case Study 1
Name: Al Rawdatain
Spill Date: 29th October 1977
Location: Genoa, Italy
Oil Product: Kuwait crude oil
Tank Vessel: Oil Type
Oil spilled: 7350 Barrels

Incident Summary

On October 29, 1977, a valve was left open during the offloading of the Al Rawdatain at
the Genoa-Multedo dock. Seven thousand three hundred fifty barrels of Kuwait crude oil
spilled from the vessel over a period of several hours. The spill was mitigated with chemical
dispersants.

Behaviour of Oil

Kuwait crude oil is a medium weight product with an API gravity of 31.2 and a viscosity of
2.53 centistokes. Over-flights on the morning of October 30 revealed a slick extending out
275 yards from the vessel. By October 31, a 7-mile long by 3-mile wide slick extended out to
sea. A smaller amount of oil broke off from the large slick and moved west towards Savona.
This oil formed a 5-mile long by 3-mile wide slick, which stayed 2 miles off the shore between
Cogoleto and Varazza. No oil contaminated the shoreline.

Countermeasures and Mitigation

The Genoa Port Authority was responsible for cleanup operations. On October 31, dispersants
were applied to the offshore slick and in the vicinity of the tanker’s mooring by 4 tugboats,
which were directed by observers in helicopters. Two tugs were fitted with Warren Springs
Laboratory dispersant spraying equipment and storage tanks. The other two tugs used
improvised spraying gear. A harbour launch applied dispersants to the smaller slick near
Savona on the morning of October 31. Two fire monitoring tugs joined the Savona operations
later that day, and sprayed dispersants into the night using search lights. Over-flights revealed
that no significant amounts of oil persisted after the dispersants were applied. Operations
were considered successful and were completed by November 2 in perfect weather.

206

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 5

Case Study 2
Name: Alvenus
Spill Date: 30th July 1984
Location: Calcasieu River bar channel, 11 miles SE of Cameron, Louisiana
Oil Product: Venezuelan Merey, Pilon Crude
Tank Vessel: Oil type
Oil spilled: 65000 Barrels

Incident Summary

On July 30, 1984 at 1236 the U.K. Tank Vessel Alvenus grounded in the Calcasieu River
Bar Channel 11 miles southeast of Cameron, Louisiana. The vessel suffered a structural
failure, which ruptured the hull near the No. 2 tanks. The resulting spill of approximately
65,000 barrels of Venezuelan Merey and Pilon crude oil was carried in a westerly direction by
wind and currents. Offshore recovery was hampered by rough weather and the magnitude
of the spill. The water temperature was 26.5°C and winds were from the east and northeast
15-20 knots.

The spill moved slowly westward, and into Galveston Bay, Texas between August 2 and
August 5. Oil impacts were severe at Rollover Inlet and Crystal Beach, and on August 4 more
oil was pushed ashore further south along the Galveston Island coast. The spill affected 90%
of Galveston’s West Beach, including 80% of the Galveston seawall and the associated rock
groins and pilings.

Oil in the seawall area was a concern due to the oil’s smothering effect on marine organisms.
Organisms in this area were determined to be a minor part of the entire ecosystem and due to
their transient nature were able to move to more suitable habitats. Several dead crabs, rays,
and fish were recovered along the seawall. Also oiled were marsh grass areas in East Bay
(10-20 barrels) and 2 small lagoons. Some oil, which entered Galveston Channel, did affect
several small sand islands used as nesting sites for birds. One oiled sea turtle was cleaned
and released. Tourism losses were estimated at $1 million per day. Commercial shrimp
fishermen filed a suit for $10 million. By October 1 the oiled beaches of Bolivar Peninsula
and Galveston Island had been cleaned by the removal of oiled sand.

Behaviour of Oil

Merey crude oil is a medium crude oil with an API gravity of 17.3 and a pour point of -10
degrees F. Pilon crude is a heavy crude oil of API gravity 13.8 with a pour point of -9 degrees
F and a viscosity of 1,943 centistokes. The spill formed a heavy, coalescent slick, which was
initially predicted to move offshore to the south away from the Texas coast. Changes in wind
direction resulted in a westerly trajectory, spreading the oil into a 75-mile long slick with three
leading arms. The oil came ashore in the Galveston, Texas area forming as tar balls, sheens,
and pancakes floating outside the surf zone. By August 7 an estimated 17,000 – 26,000
bbl (2,500-3,500 tonnes) of oil had accumulated on the shores of Galveston Island and the
Bolivar Peninsula. An additional 7400 – 11,100 bbl (1,000-1,500 tonnes) of oil adsorbed
onto suspended solid particles (sediment) near-shore and sank in the surf zone where it was
trapped among successive sandbars and trenches forming “blankets” to 4 inches in depth.
Some of the sub-tidal oil formed cylindrical shaped rolls that moved up and down the beach
with wave action. Warm temperatures on the beach (80°F water, 80-100°F air) may have

207

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

contributed to keeping the oil highly fluid and fresh. Unless mixed with sand, the oil was
easily dispersed with gentle agitation.

Countermeasures and Mitigation

Oil booms and sea barrier were placed around the vessel on the day following the grounding.
Efforts to contain and recover the spilled oil at sea became ineffective due to rough seas,
which pushed oil under the barrier, and the refusal of the contracted lightering barge to receive
oil recovered from seawater. A second barge and tug were contracted, but delayed due to a
line becoming fouled in the screw of the towing vessel. The principal contractor, Clean Gulf
Association, an industry cooperative, was not equipped for massive at-sea cleanup and
equipment was not immediately available in Cameron, Louisiana. Had the equipment been
available, it still may not have been loaned to a non-member company.

Beach cleanup was determined to be best accomplished by using road graders to move
newly beached oil above the high tide zone. Graders were most effective when used together
in a staggered formation, moving oil up the beach from the inter-tidal area to backshore
storage areas. Oiled sand collected in the storage areas was loaded into dump trucks for
disposal. This operation involved as many as 50 graders and 100 dump trucks.

Submerged oil in the sub-tidal proved to be the greatest problem because re-oiling necessitated
continual re-cleaning of beaches. Removal of the sub-tidal oil was attempted with mesh
screening, pumping, and heavy equipment, but none of these techniques proved effective.
During beach cleanup, conflict arose between state and private landowners over ownership
of the contaminated sand, the state wanting to remove the sand versus the landowners
wanting it to remain in place on the beach. Cleaning of the seawall and revetment involved
more than 150 workers manually removing oil with sorbent materials, shovels, and rakes.
Various “hydro-blasting” methods were tried. Low-pressure (850 psi) warmed seawater left
stains on the rocks, a high-pressure “sugar” sand blast was effective on the rocks but not
concrete seawall, and dry sand blasting proved too abrasive.

Extensive discussions with experts and representatives of the International Tanker Owners
Pollution Federation concerning dispersants concluded that dispersant use on the water was
not appropriate due to water depth, proximity of the spill to shore and fisheries resources,
and the inability of the dispersant to penetrate thick Venezuelan crude. Since the dispersant
would have been only partially effective, the cost benefit of using an ineffective dispersant
would have diverted funds from the beach cleanup deemed necessary in either case.

Other Special Interest Issues

Logistics became a problem during the beach cleanup due to the large number of heavy
equipment units involved. Traffic constraints at disposal sites resulted in as many as 40
loaded vehicles waiting on the beaches to off-load. Mass balance calculations estimated the
volume of the recovered oil at between 63,000 – 78,000 bbl (8700 – 10,700 metric tonnes).
This is very high considering that an estimate of the total spill was 65,000 bbl (10,000 metric
tonnes)!

208

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 5

Case Study 3
Name: American Trader
Spill Date: 7th February 1990
Location: Huntington Beach, California
Oil Product: Alaskan North Slope Crude Oil
Tank Vessel: Oil Type
Oil spilled: 9458 Barrels

Incident Summary

On February 7, 1990 at 1620, the single-hull tank vessel American Trader grounded on one of
its anchors while approaching the Golden West Refining Company’s offshore mooring. Two
holes were punctured in one of the vessel’s cargo tanks, releasing 9458 barrels of heavy crude
oil into the water approximately 1.3 miles from Huntington Beach, California. The master
of the vessel immediately reported the incident to the USCG Marine Safety Office/Group
Los Angeles-Long Beach (MSO/Group LA-LB). The master moved the American Trader into
deeper water one mile to the south.

The responsible parties assumed full financial responsibility for the spill and sent representatives
to the Long Beach area. Oil began to come ashore on February 8 in light concentrations. By
February 9, oil was ashore at Huntington Beach; in some instances, oil in the surf zone here
appeared to be in heavier concentrations than observed earlier. Calm seas and fair weather
for most of the response period resulted in a rapid and successful cleanup.

The 22,000 barrels of crude remaining in the damaged cargo tank were lightered. By 1200
on February 9, the oil from the damaged tank plus 90,000 barrels from the mid-body tanks
had been transferred into barges to decrease the draft of the vessel. Temporary patches were
applied to the holes in the hull and the American Trader was moved to an oil transfer facility
in Long Beach Harbour to off-load the remaining 470,000 barrels of crude oil. The vessel was
moved to San Francisco on February 18 for dry-docking and repair.

Behaviour of Oil

Alaska North Slope Crude Oil is a medium weight oil with an API gravity of 26.5 and a pour
point of 0 degrees F. The release of oil from the damaged hull was rapid. Both of the puncture
holes were in the No. 1 starboard wing tank. None of the other cargo tanks were damaged.
The released oil was driven by the prevailing winds to the NNW of the grounding site. By the
morning of the second day, the wind direction had changed and was blowing the oil away
from the coastline. Most of the oil was held offshore by winds in a forty square-mile slick
for the first five days of the response, which allowed cleanup crews to concentrate on an
extensive open-water recovery operation.

Countermeasures and Mitigation

Booming of the sensitive wetlands of the Bolsa Chica National Wildlife Refuge, Newport
Bay, and the mouth of the Santa Ana River was completed by 0200 on February 8. Double
harbour booms were deployed at Anaheim Bay, Newport Bay, and across the mouth of the
Santa Ana River. Small skimmers were stationed behind the first barrier to recover oil, which
passed beyond it. Sorbent boom was also deployed between the two hard booms to collect

209

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

oil, which passed the outer barrier. Sorbent boom was placed across the mouths of shallow
inland channels in the Bolsa Chica marshlands.

Open-water recovery was done with fifteen skimming vessels and twenty-five support/boom
tow vessels.

Other Special Interest Issues

Out of the 1,017 oiled birds taken to the bird rescue centres, 502 birds died as a result of the
oiling. Two Pacific white-sided dolphins died from ingesting oil.

The major coastal bird species at risk was the brown pelican, a diving bird that could become
completely coated by oil while diving through the surface of the water to feed. The Snowy
Plover, a shorebird in the area, could also ingest contaminated organisms at oiled shorelines.
One hundred forty one Brown Pelicans, an endangered species, were oiled during the spill;
sixty-eight of these died, an estimated 1.5 percent of the population at the time.

210

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 5

Case Study 4
Name: Assimi
Spill Date: 7th January 1983
Location: Oman
Oil Product: Light Iranian Crude Oil
Tank Vessel: Oil Type
Oil spilled: 379000 Barrels

Incident Summary

On January 7, 1983, a fire broke out in the engine room of the tanker Assimi. The crew
abandoned ship and the Assimi was taken undertow by the tug Solano. On January 10, an
explosion occurred aboard the vessel and it burned fiercely for several days as it was towed
into the Arabian Sea. The tanker was towed to a point 200 miles off the coast of Oman where
it sank on January 16. A second explosion occurred as the vessel was sinking which ignited
the oil on the surface of the water. A slick formed above the area where the vessel sank.
There was no coastal pollution resulting from the incident.

Behaviour of Oil

Light Iranian crude oil is a medium weight product with an API gravity of 33.8 and a viscosity
of 6.6 centistokes. An over flight on January 19 revealed a slick of silver sheen in the vicinity
of the sinking covering 100 square miles and moving towards the northeast. Personnel on
an over flight on January 22 found some fresh oil in the slick. The older oil had emulsified,
and the total area of the slick was reduced. The northernmost edge of the slick was 180
miles off the coast of Pakistan. An over flight on February 4 showed that most of the oil
had dispersed.

Countermeasures and Mitigation

The government of Oman convened a council that included representatives from the Council
for Conservation of the Environment and Prevention of Pollution (CCEPP), Sultanate of Oman
Navy (SON), Sultanate of Oman Air Force (SOAF), the Royal Oman Police (Marine), the Maritime
Affairs Department, the Ministry of Petroleum and Minerals, and the petroleum industry.
The council was to form a response strategy in the event of a release of oil. International
Transport Company Contractors, the salvers of the Assimi, contracted Smit International to
help fight the fire. Equipment and personnel from Smit fought the fire using water and foam
from their tug Smit Pioneer. On January 11, the fire was still burning, and the fire-fighters
flooded the pump-room in an attempt to keep the fire from spreading from the engine room
to the cargo tanks.

The vessel began to sink while undertow by the Solano, and the Oman government ordered
the salvers to tow the vessel to a point 200 miles from the coast of Oman and sink it. On
January 16, the Assimi was sunk in 3000 meters of water. An explosion occurred as the
vessel sank and a slick of burning oil formed on the surface.

The International Maritime Organization (IMO) was contacted to assess the threat to
environment and make recommendations to the Oman council. The council also contacted
the Regional Organization for the Protection of the Marine Environment (ROPME) to provide

211

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

expertise. Observers of the sinking suggested that the oil released by the break-up had
burned on site. The IMO and ROPME representatives advised further over-flights to determine
if the tanker was still leaking oil.

An over-flight on January 19 revealed a slick of silver sheen covering 100 square miles and
moving towards the northeast. The government of Pakistan was notified that the slick was
heading towards their coast. An over-flight on January 22 found fresh oil on the surface near
the sinking. The older oil had emulsified, and the total area of the slick was reduced. The
northernmost edge of the slick was 180 miles off the coast of Pakistan. An over-flight on
February 4 showed that most of the oil had dispersed.

Other Special Interest Issues

The Assimi originally caught fire on January 7, and attempts were made to extinguish the fire.
After an explosion on January 10 the fire was burning more fiercely. The salvers of the vessel
were refused passage through the Straits of Hormuz. On January 12 the tow had been let go
due to fears that the fire could flash back, however, the Solano was able to reconnect the tow
and pull the Assimi even further from the coast.

212

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 5

Case Study 5
Name: Betelgeuse
Spill Date: 8th January 1979
Location: Bantry Bay, Ireland Location
Oil Product: Mixed Arabian Crude Oil
Tank Vessel: Oil Type
Oil spilled: 14720 Barrels

Incident Summary

In the early afternoon of January 8, 1979, the tanker Betelgeuse exploded at the offshore
pier of the Gulf Oil Terminal at Whiddy Island in Bantry Bay, Ireland. The tanker broke in
two and settled in 130 feet of water with 300,000 barrels of oil remaining onboard. The fire
burned throughout the day. During the night the fire was extinguished and the stern section
sank completely. Approximately 14,720 barrels of oil leaked from the vessel, 3,680 barrels of
which impacted the shoreline.

Behaviour of Oil

The Mixed Arabian crude oil contained in the vessel had an API gravity of about 36.5, and a
viscosity of 23 centistokes at 20 degrees C. The oil that was released from the tanker burned
as it leaked until the fire went out late on January 8. On January 9, a slick began to form,
and oil impacted the east shore of Bantry Bay and Reenydonagan Point on Whiddy Island.
Inspections revealed that 37 barrels of oil per hour was leaking from the wreck. Oil leaked at
this rate for a week. On January 12, the oil impacted the north and south shores of Bantry
Bay. By the next day the oil had spread as far west as Castle Townbere on the north shore of
the bay, and League Point on the south shore. Bear Island was also impacted.

Countermeasures and Mitigation

The Cork County Council organized cleanup operations. Operations included the manual
removal of oil, and the spreading of hay to absorb oil on the shoreline. Suction operations
were also conducted on the shore. Booms contained the oil leaking from the tanker. Contained
oil was treated with dispersants applied from planes, and was skimmed with a skimmer.
Boom was placed across the mouth of the Glengariff Harbour to prevent oil from entering it.
Undamaged tanks were lightered using floating hoses running to the shore facilities.

Other Special Interest Issues

Dispersant application began on January 10 off Reenydonagan Point. The Cork County
Council and the Department of Fisheries stopped the shoreline applications that morning
when it was discovered that the dispersant were being applied incorrectly. Aerial spraying
was done thereafter, and only on slicks of fresh oil. A total of about 35 tonnes (approximately
260 barrels) of dispersant was used in a 12-day period. The use of dispersants is believed to
have successfully protected the shoreline. The slick prevented fishing in some areas and nets
were fouled by sunken oil. The harvesting of shellfish, including periwinkles, scallops and
clams were also affected as buyers rejected some catches. Oiled seabirds were also found.

213

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

The bow section of the Betelgeuse was salvaged. On February 21, it was towed to sea
by a tug. The bow was sunk at 50 40 N, 012 04 W on February 23. Salvage operations
continued throughout the year. Part of the midsection was raised on August 30. The rest of
the midsection was raised in December. The stern was raised on July 1, 1980. The midsection
and the stern were scrapped.

214

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 5

Case Study 6
Name: Jupiter
Spill Date: 16th September 1990
Location: Saginaw River, Bay City, Michigan
Oil Product: Unleaded gasoline
Tank Vessel: Oil Type
Oil spilled: 20,000 Barrels

Incident Summary

At 0845 on September 16, 1990, the tank vessel Jupiter caught fire and exploded during
offloading operations at the Total Oil Company refinery on the Saginaw river near Bay City,
Michigan. A wake from a passing bulk carrier apparently caused the parting of the Jupiter’s
transfer hose, grounding cable, and all but one of its mooring lines. Residual gasoline in the
broken transfer hose was believed to have been ignited by a spark on the dock. The Jupiter’s
stern swung around into the Saginaw River and grounded perpendicular to the direction of
the river flow. The grounding resulted in a crack in the vessel’s hull from the manifold on the
starboard side to 75 feet aft of the manifold on the port side.

Area marinas were evacuated and vessel traffic was halted. The pier fire was extinguished
in an attempt to save the last mooring line while the fire onboard the vessel remained out
of control. A shore company from Houston, Texas, was contracted to fight the fire due to
the lack of locally available trained personnel and equipment. At 1315 on September 17,
the shore personnel extinguished the blaze by applying foam. Carbon black accumulations
falling from the overhead re-ignited the fire at 2300. This second blaze was cooled with water
and extinguished with foam on September 18. The shore personnel also applied foam inside
the vessel’s cargo tanks to prevent re-ignition of the vessel.

River flow data were obtained to predict the oil movement. Shock waves from the explosion
may have contributed to the deaths of several fish that were recovered from around the
vessel. Neither pollution nor shoreline contamination was observed during the final survey of
the area on October 22.

Behaviour of Oil

Automotive gasoline is a very lightweight, refined product with an API gravity of 60 to 63. No
spill of product into the Saginaw River was reported until first light on September 17 when
fuel up to three inches thick was observed in the water immediately surrounding the vessel.
Some of the spilled product was held against the hull of the vessel by the wind until the
starboard side submerged, releasing an additional 100 barrels of the fuel. Since the gasoline
was not released rapidly, little environmental damage resulted from the incident.

Countermeasures and Mitigation

On September 16, containment boom was deployed around the vessel as a precaution
against further spillage. The boom remained in place until the vessel was re-floated on
October 16 and moved to the north side of the river. No product was observed leaking from
the vessel as it was relocated. Vacuum trucks were used to recover the gasoline and water
mixture. Approximately 262 barrels were recovered by September 28. Small amounts of

215

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

carbon residue that impacted the shoreline were manually raked from beaches in the area.
On September 19, gasoline odours were reported in the sewers of a residential community
near the incident site. Contractors were dispatched to flush and foam the sewers. Sections
of boom and a combustible gas detector were set up to monitor the sewer outfall.

On September 27, approximately 770 barrels of product were offloaded from the Jupiter
to a lightering barge. Gas freeing operations began on October 5, due to the explosion
threat posed by some isolated pockets of product remaining in the #6 starboard cargo tank.
Offloaded product was replaced with water to reduce the structural stress to the damaged
vessel. Since trace concentrations of benzene, toluene, ethyl benzene, and xylene isomers
were found in water samples near the Jupiter, water at a nearby water treatment plant was
treated with ozone as a precaution.

Other Special Interest Issues

The fire-fighting foam that was used on the fire was water soluble and moderately toxic.
Contaminated water from the fire-fighting operation was collected and brought to a Bay City
Wastewater.

216

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 5

Case Study 7
Name: Kurdistan
Spill Date: 15th March 1979
Location: Cabot Strait, Newfoundland
Oil Product: Bunker C
Tank Vessel: Oil Type
Oil spilled: 43,900 Barrels

Incident Summary

On March 15, 1979, the British motor tanker Kurdistan, en route from Nova Scotia to Quebec,
broke in two sections south of Cabot Strait, Newfoundland. The damage was attributed to
a fracture initiated by a weld defect and aggravated by wave impacts on the bow at low
temperatures. Although the tanker remained intact for some time after the initial hull plate
failure, the bow and stern sections eventually separated and spilled an estimated 43,900
barrels of Bunker C into Cabot Strait. The bow and stern sections drifted towards Canadian
waters. Approximately 50,000 barrels of oil remained in the bow section while 115,000 barrels
remained in the stern.

A wide band of mobile pack ice initially prevented the spilled oil from reaching the shoreline.
The Environmental Protection Service (EPS) immediately initiated the formation of the
Regional Environmental Emergencies Team (REET) to provide assistance and advice to the
Canadian Coast Guard’s (CCG) On-Scene Commander (OSC).

The REET was divided into three sections to deal with the three distinct problems: the bow,
the stern, and the oil spill cleanup. Under Lloyds Open Forum, the stern section was towed
to Port Hawkesbury, Nova Scotia, to recover remaining oil. The bow section was towed to
a deepwater area 200 nautical miles off Nova Scotia and sunk by gunfire from the HMCS
Margaree on April 1, 1979. Oil started coming ashore in April and two cleanup control centres
were established at Low Point and Mulgrave, Nova Scotia. The oil continued to contaminate
shorelines along the eastern coast of Nova Scotia throughout the summer.

Behaviour of Oil

Bunker C fuel oil is a heavy product with an API gravity that ranges from 7 to 14. The oil
slick movement was very difficult to track and monitor because the oil appeared to float a
meter or two below the surface of the water. Ice-oil mixtures, first seen on March 23, moved
to the northwest during the following two days at a mean rate of 8 to 10 miles per day. Oil
first came ashore on March 28, although the majority of oil did not come ashore until mid-
April, after shore-fast ice was gone. Oil on the beaches was not in the form of mousse as
expected, rather, it consisted of “toffee-like” particles ranging in diameter from millimetres to
several meters.

The Cape Breton shoreline and the mainland coast of Nova Scotia were most severely
contaminated. Oil washed ashore in varying amounts from St. Ann’s Bay in north Cape Breton
to as far south as Canso in Guysborough County, Nova Scotia. By April 14, Scatarie Island
off the eastern extremity of Cape Breton Island and 25 miles to the southeast of Sydney was
heavily oiled. Reports of oil on Fox Island were received on April 18. Oil was discovered on

217

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

the Lingan sandbar on April 21. On gravel/cobble beaches, the oil often mixed with thick
bands of accumulated kelp along the upper foreshore.

Oil continued to come ashore with little warning throughout the summer of 1979 along 700
miles of eastern Nova Scotia and southern Newfoundland shoreline. Cleanup operations
lasted six months due to continual re-oiling of beaches by tidal action.

Countermeasures and Mitigation

In an attempt to clean the oil from the ice before it reached the shoreline, the CCG fitted a
barge with backhose, booms, and sorbent material. The barge attempted to scoop the oil
from the water with little success. Rakes, shovels, and pitchforks were the main shoreline
cleanup tools. The oil was very viscous by the time it reached the beach and was easily
placed in sturdy plastic bags and 45-gallon drums. Ordinary rakes and garden hoses were
carefully used in marsh areas to protect the root systems for future growth. The CCG flew
cleanup crews onto uninhabited Scatarie Island. Manual cleaning methods using hand tools,
45-gallon drums, and heavy plastic bags were employed. Over 1,000 barrels and 4,000 bags
of oil and oil soaked debris were collected on the island within several days.

A temporary on-site incinerator was constructed to dispose of the oily waste. Driftwood
placed in the firebox was used to fuel the kiln. During peak operations, the kiln processed
350 bags of beach material an hour. The incinerator proved to be a cost-effective oil pollution
countermeasure technique. A total of approximately one million bags and 1,500 barrels of
oily debris were collected over the 550 miles of shoreline that were accessible. Much of the
oily waste was disposed of at municipal landfills and strip mines on Cape Breton Island.
With increasing concerns over the amount of debris, new disposal sites were developed at
Hadleyville, Forchu, and St. Peter’s on Cape Breton Island.

Other Special Interest Issues

Over 2,600 birds, primarily gulls and ducks, are known to have died as a result of oiling from
this spill. The actual number of birds affected by this oil spill was much higher due to three
primary factors. First, the slick was essentially hidden from view from March 16 to April 9. It is
suspected that many oiled birds died during this period and sank. Second, little attempt was
made during cleanup to separate, count and identify dead birds from among the other oiled
debris. Third, much of the Cape Breton and Guysborough County shoreline was inaccessible,
so dead birds on these beaches were not counted. Considering all factors, the bird mortality
count from this incident is estimated at between 12,000 and 25,000.

218

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 5

Case Study 8
(Although it is a non-tank vessel, the case study is mentioned here because it is a
double-hull accident)

Name: Sanko Harvest

Spill Date: 13th February 1991
Location: Esperance, Western Australia
Oil Product: Fuel Oil
Tank vessel: Non-Tank Vessel
Oil spilled: 4400 Barrels 4400 Source

Incident Summary

On the night of February 13, 1991, the Panamanian bulk cargo carrier Sanko Harvest grounded
on a submerged rock pinnacle 23 miles south of Esperance, Western Australia. The vessel,
out of the shipping lane at the time of the incident, was loaded with 30,000 metric tonnes of
fertilizer, di-ammonium phosphate, and triple superphosphate. The double hull of the vessel
was ripped open in the grounding and the freighter began leaking its fuel oil. On February 18,
the ship broke in two in a storm and sank with its entire cargo and bunker fuel. Approximately
3,500 barrels of fuel oil were spilled during the incident. The remaining 900 barrels of oil sank
with the ship.

Behaviour of Oil

The spilled oil initially created a slick approximately 2 miles long and 1000 feet wide. As the
slick grew to 9 miles long, it began to threaten nearby islands. Approximately 2,100 barrels of
the fuel oil came ashore along 17 miles of the northeast islands and the mainland of Australia.
The worst of the oiling was on beaches to the west of Esperance, particularly Hellfire Bay,
Thistle Bay, Lucky Bay, and Rossiter Bay. Oil sank into these coarse-grained beaches to a
depth of approximately one-half inch. The incident occurred approximately six miles from
Cape Le Grand, which is east of Esperance, and the beach at Cape Le Grand National Park
also received heavy oiling. On the beaches with fine-grained sand, the oil did not penetrate
the tightly compacted beach sand, and was deposited on top.

Countermeasures and Mitigation

The Department of Marine and Harbours (DMH) deployed nearly 1,700 feet of containment
boom around the ship in two rows. The sea and wind conditions at the time were very rough.
More than two-thirds of the boom was damaged at sea and lost. Less than one-fifth of the
deployed boom was recovered and cleaned enough to be reused. The primary response
tool was chemical dispersant spraying. Dispersants were used in limited amounts to lessen
environmental effects. Twenty-two 200-liter drums of dispersant were sprayed on parts of
the slick from helicopters and tugboats. The spraying reportedly dispersed approximately
700 barrels of the spilled oil.

Sorbents were used to clean the beaches, which were reportedly only moderately oiled.
Mechanical cleanup was performed on the heavily impacted beaches. This included the
use of graders and front-end loaders to remove the oiled debris. Lightly oiled beaches were
rapidly cleaned naturally along the high-energy coastal environment. Many of the oiled sites

219

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

were difficult for cleanup personnel and equipment to reach. Contractors and volunteers
manually cleaned the very fine sand beaches by scraping off the oiled sand, since the oil did
not penetrate deeply into the beach in these areas. A substantial amount of oiled sand was
placed in a gravel pit near Lucky Bay. The oil penetrated into the coarser sand beaches. Tar
balls of stranded oil were reported on the beaches.

Other Special Interest Issues

An unknown number of birds were killed as a result of the spill. The oil also impacted Hood
Island and Seal Rock, which were important breeding grounds for New Zealand fur seals.

220

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 5

Case Study 9
Name: Sansinena
Spill Date: 17th December 1976
Location: Los Angeles Harbour, California
Oil Product: Bunker C
Type of vessel: Tank Vessel
Oil spilled: 30,000 Barrels

Incident Summary

At 1938 on December 17, 1976, the Sansinena exploded, caught fire, and sank during
re-fuelling at the Union Oil Terminal, Berth 46, in Los Angeles Harbour, California. The vessel
was loaded with 22,000 barrels of Bunker C at the time of the incident. The apparent cause
was a still-air situation that developed between the mid-ship house and the afterdeck house.
Vapours emitting from the cargo tank vents created a vapour cloud during ballasting. These
were ignited in the amidships house and flashed back through the vent piping system. The
largest explosion took place in the number 10 centre cargo tank. The force of the explosion
propelled the main deck over the cargo tanks into the air. When the deck landed, it severed
a 36-inch cargo line on top of the inshore isolation valve. This severed line fed fuel to the fire
until response personnel discovered and capped it on December 21. Nine lives were lost as
a result of the explosion. Debris and oil scattered in all directions. Approximately 400 boats
in the vicinity were damaged by the fine mist of airborne oil, resulting in millions of dollars in
property damage. An estimated 30,000 barrels of oil were released into Los Angeles harbour
from the ship and the severed pipeline.

A U.S. Coast Guard boat and a Los Angeles City Fire Department boat arrived on-scene within
five minutes of the explosion to assist in fire-fighting and rescue operations. Pollution surveys
were conducted after the fire was under control. Initial reports concluded that much of the oil
had burned off, but on December 19, underwater divers discovered a large quantity of oil on
the bottom of the harbour. Boom deployment began within two hours of the explosion. Boom
and other containment gear were utilized for the next 120 days, while mechanical removal of
oil from the bottom of the harbour continued for 16 months. Total oil removal costs exceeded
three million dollars.

Behaviour of Oil

Bunker C fuel oil is a heavy product with an API gravity that ranges from 7 to 14. The lighter,
more toxic fractions of oil burned on the surface of the water following the explosion. The
remaining thick residue sank to the bottom of the harbour in approximately 50 feet of water.
Large pools of oil were found on the harbour floor and in the lower portions of the cargo
tanks resting on the bottom. The pools of oil, up to nine feet deep, had settled into hard,
clay packed pockets and crevices along the bottom. By January 17, 1977, the amount of
grease and oil on the surface of the water had increased and was greatest in the slip area
and shallow beach area to the northwest and west of the spill site. In July 1977, grease and
oil levels in the water column rose slightly while levels in the sediments decreased. The total
amount of retrieved oil from the surface and the bottom of the harbour was 33,000 barrels,
partly as an oil/water emulsion.

221

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Countermeasures and Mitigation

The first boom deployed consisted of 2,000 feet of 8-inch skirted harbour boom in a reverse
“J” configuration from the bow of the vessel to 1,000 feet off her port beam. The boom
contained a large portion of the floating oil while still allowing emergency and fire-fighting
access to the area.

After emergency vessels cleared the area, a second set of boom was deployed to enclose
the Sansinena. The final set of boom was deployed along the breakwater and the beach
area. These placements were selected to isolate the heaviest concentrations of oil along the
sides of the outer harbour to enable easier removal of the oil. Beach areas were cleaned by
manual removal of oil-soaked sand. This phase of cleanup was completed by December 20.
By December 24, all collectable surface crude and diesel oil had been removed with two
self-contained skimming devices and sorbent pads. The oil was pumped from the bottom
and transferred via a three-inch hose to an oil collection tank mounted on the salvage barge.
This oil was then transferred to an on-shore settling tank for disposal. As removal operations
continued and pumping became more difficult due to smaller crevices, the suction head had
to be re-designed into a configuration with three smaller satellite heads. In sixty days, 10,000
barrels of oil had been removed from the harbour bottom.

Other Special Interest Issues

This was the first known Bunker C spill where both pre and post spill biological and water
quality data had been collected. Studies revealed that most marine environmental damage
was in the inter-tidal zone of the beach and the breakwater and pilings. Phytoplankton was
most heavily impacted during the first month of the spill, while copepod numbers significantly
increased in the spill area between January and April. Although small benthic organisms were
heavily impacted about 3-4 months after the spill, the community returned to normal 9 to 11
months after the incident when the residual oil had lost its toxicity.

222

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 Appendix 6

Contingency Planning

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 PART D: INSTRUCTOR MANUAL – APPENDIX 6

Contingency Planning
The issue

An oil spill – almost more than any other single issue – can seriously damage the industry
as well as, the owner/operator’s reputation. While the initial focus must be on prevention,
the industry also gives the highest priority to developing comprehensive and well-rehearsed
contingency plans that will ensure a prompt response to minimize the impact of an oil spill.
In practice, this involves the Master working closely with people on board, the Company and
the local authorities.

The threat

Between 1983 and 2002, world sea-borne trade rose from around 12 billion tonne miles
to some 23 billion tonne miles, an increase of over 90%. The carriage of oil and petroleum
products accounts for a significant part of this increase, rising to approximately 76% from
5.6 billion tonne miles to 9.9 billion tonne miles during the same period. In tonnage terms,
the amount of oil transported by sea increased from 1.21 billion tonnes in 1983 to almost 2
billion tonnes in 2002. (Source: Fearnleys Review)

The oil can enter the marine environment as a result of accidental or deliberate releases.
Accidental releases can occur as a result of natural disasters, human error or due to technical
and mechanical faults in oil transfer and storage equipment. Intentional releases could
include dumping oily wastes, acts of war, terrorism or sabotage. Incidents involving vessel
groundings, collisions, fire, explosion, cargo reaction etc. could also cause oil spills from
vessels involved.

With an awareness of the aforementioned threat, it therefore becomes imperative that the
shipboard personnel be well trained in terms of handling contingencies should an incident so
warrant, in order to minimize the damage.

Aim of the plan

Careful planning is essential for any successful operation, especially an emergency one.
Response to accidental spillage of oil is a typical example. Many people may be affected
by an oil spill and many organizations have duties to perform apart from the task of physical
clean up. For example, an incident involving an oil tanker may entail search and rescue,
lightering of cargo and salvage activities, all of which may impinge upon any spill response.
For all of these operations, the vessel has to work in collusion with the shore authorities.

There is often concern for the effects on the environment, fisheries, industry and recreation as
well as considerations for public health and safety. There will inevitably be conflicting interests
and the news media are always quick to expose any indecision, weakness or disagreement.
Such situations are easier to resolve when a well-prepared and tested contingency plan is
available.

The ships therefore carrying oil in bulk have a responsibility to protect the personnel on
board and the environment from the adverse effects of marine pollution and to minimize
those effects where protection is not possible. The aim of emergency/contingency plan is to

225

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

outline the arrangements for responding to oil spills in the marine environment, with the aim
of protecting personnel health and the marine environment from oil pollution or, where this is
not possible, to minimize its effects.

It is imperative to understand that the mode of transportation is not important in case of oil.
Transportation of oil is in itself a risk and the presence of risk is indicative of the need of an
emergency plan. Contingency plan should therefore include the following:
● Risk identification i.e. physical and chemical properties like specific gravity,
solubility in water, vapour pressure and density, fire and explosion hazardous data,
health hazard data
● Risk evaluation like ship safety data, environmental effects data, containment
action, abatement action, warning and evacuation
● Risk control and
● Risk communication

Scope of the plan

The emergency plan on board relates primarily to incidents involving releases and spills from
ships’ bulk oil cargoes and as a result of the loss of oil overboard at sea.

Contingency plans are best divided into two distinct parts. The first should be a descriptive
policy document outlining the overall strategy of the plan, while the second should form the
operational plan concerned with procedures to be followed when a spill occurs. The strategy
segment of the plan should define the policy, responsibilities and rationale for the operational
plan, which is essentially an action checklist with pointers to information sources. A plan
should be reasonably complete in itself and should not entail reference to a number of other
publications, which causes delay. A loose-leaf format facilitates regular updating and there
should be provision for listing and dating amendments.

Legislation

Contingency planning is essential for addressing to any kind of emergency. In case of oil
spill, an oil contingency plan is required to be in place before hand where, the primary effort
is to contain spill, recovery and cleaning the area of hydrocarbon. As mentioned in the
introduction, today this is an IMO requirement. The plans will contain specific details of the
vessel, evacuation details e.g. emergency response and fire-fighting equipment, floor plans,
emergency/evacuation assembly etc.

Contingency planning

It should be reiterated at the onset that apart from formulating the plan, the effectiveness
depends on the personnel regularly exercising their respective roles and responsibilities.

Operational plan

Plans for tanker operations are prepared in accordance with operational orders, company
procedures, the ISM Code, international and national codes, conventions and regulatory
requirements.

226

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 6

The operational procedure can be divided into six main parts, generally following the
chronological order of occurrence during a spill: Notification, Evaluation, Response, Clean
up, Communication, and Termination.

The information required to allow an accurate evaluation of an incident should be detailed

i.e. date, time, position, source, cause, amount and type of oil etc. A programme for alerting
response personnel and the relevant authorities should be included.

The plan should allow the consideration of various response options according to the situation.
Procedures for placing manpower and equipment on standby prior to mobilisation should be
included. The following points need to be adhered to, and kept ready at all times, in order to
avoid confusion at the time of emergency:
● Contact directory of response personnel – out of office contact details should be
included where appropriate
● Contact directory of third parties – parties likely to have an interest in an incident e.g.
police, parties of likely impact and other authorities (P & I Club representative)
● Primary response equipment

Topics to be included in a ship-oriented contingency plan while a vessel is en route to, from
or at the terminal or transhipment site should deal with:
● Emergency responses to incidents involving the uncontrolled release of cargo(es)
during cargo transfer operations
● Fire and explosions
● Operations monitoring systems
● Inspection, testing, and preventative maintenance procedures
● Cargo handling precautions
● Neutralizing electrical hazards
● Detection and alarm systems
● Emergency shut-down of cargo transfer operations
● Countermeasures which ameliorate, contain or neutralize the harmful effects of
cargo released into the marine environment
● Outline of personnel emergency equipment and the evacuation procedure for
personnel
● Security at the ship’s berth
● Terminal-ship communications and chain-of-command

The instructions delineated in the emergency plan should be explicit, succinct, unequivocal,
and communicated in a loud and clear manner. When in port, it will be acting in a proactive
manner when the Master apprises himself of the terminal-ship chain of command.

A few questions for assessing the adequacy of a contingency plan

1. Is the plan compatible with international regulations and company’s policy?

227

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

2. Has there been a realistic assessment of the nature and size of the possible threat
(spill), and what is likely to be at risk?
3. Have priorities for protection been agreed on board, taking into account the viability
of the various protection and clean-up options?
4. Has a strategy for co-operation with shore authorities, with regard to protecting
and cleaning the various areas been agreed and clearly explained on board?
5. Has the necessary organization been outlined and the responsibilities of all those
involved been clearly stated with no ‘grey areas’? Will all who have a task to perform
aware of what is expected of them?
6. Are the levels of equipment, materials and manpower sufficient to deal with the
anticipated size of spill? If not, have back-up resources been identified and the
company informed?
7. Have temporary storage sites on board and, the final disposal mechanism for
collected debris been identified?
8. Are the alerting and initial evaluation procedures fully explained as well as
arrangements for continual review of the progress and effectiveness of the clean-up
operation?
9. Have the arrangements for ensuring effective communication between shore, sea
and air been described?
10. Are actions taken during an emergency drill, with regard to machinery or equipment
failure or emergency, to secure the machinery and the tanker and maintain the safety
of the tanker and persons involved as per shipboard emergency and contingency
plans?
11. Is the emergency shutdown of oil cargo operations initiated upon identification
of a defined emergency situation in accordance with the tanker’s ISM Safety
Management Plan, international and national codes, conventions and regulatory
requirements and company procedures?
12. Are the escape equipment, breathing apparatus, personal protective clothing
and equipment, correctly used in emergency situations in accordance with
manufacturer’s instructions, regulatory requirements and company procedures?
13. Is proper medical first aid applied in relation to oil cargo accidents in accordance
with established first aid practice and company procedures?
14. Have all aspects of the plan been regularly reviewed and nothing significant found
lacking?

The contingency plan can be broken into small parts for easy application. These small parts
take the form of checklists. Checklists can be used for dual purposes in a way that they
originate from the main plan on one hand and, can be used to update the larger plan on
the other.

Presented below are a few of the checklists, with a basic content, to give an idea of the larger
picture. The idea is to follow a logical sequence of actions in an emergency. That is what
contingency planning should be able to achieve because it is part of human nature for the
judgement to be clouded in an emergency and, using the dictum of human nature as an alibi

228

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 6

for complacency is absolutely unacceptable on a tanker where life, property and environment
are at stake. This is where contingency planning and practice comes in.

The following are examples of checklists to be used in various types of emergencies on oil
tankers.

LOGICAL SEQUENCE OF ACTIONS IN EMERGENCY

SHIPBOARD OIL POLLUTION EMERGENCY PLAN
CARGO OVERFLOW/OIL PIPELINE LEAKAGE
Action
Action to be considered Responsibility
taken
IMMEDIATE ACTION
Sounding Emergency Alarm Yes/No Person discovering incident
Initiate vessel emergency response procedure Yes/No Officer on duty
INITIAL RESPONSE
Cease all cargo operation Yes/No Ch. Officer & Officer on duty
All crew to stand-by position Yes/No All
Close manifold valves Yes/No Ch. Officer & Officer on duty
Inform terminal/loading master Yes/No Master/Officer on duty –Terminal
SECONDARY RESPONSE
Consider stopping air intake into accommodation/engine Yes/No Chief Engineer
room
Locate source of leakage Yes/No Ch. Officer & Officer on duty
Stop or reduce flow of cargo Yes/No Chief Officer
Assess fire risk from release of flammable substances, or Yes/No Master
health hazards from toxic substances
Man fire station on deck if necessary Yes/No Duty Officer
Drain affected section of pipeline/hose into an empty tank Yes/No Chief Officer
Contain spill with seals or absorbent materials Yes/No Duty Deckhands
Check scupper plugs for tightness Yes/No Duty Officer/Duty hands
Prepare portable pumps where it is possible to transfer spill Yes/No Chief Officer
into an empty or slack tank
If required, change vessel’s trim Yes/No Chief Officer
Consider relief of pressure from relevant sections of Yes/No Chief Officer/Ch. Eng.
pipelines
Consider notification of authorities Yes/No Master
FURTHER RESPONSE
Clean-up as required by using material from provided Yes/No Ch. Officer & Officer on duty
contingency unit
Transfer deck washing into empty tank Yes/No Chief Officer
Ensure that any residues collected in the clean-up operation Yes/No Chief Officer
are stored carefully prior to disposal
Comply with reporting procedures Yes/No Master
If required, obtain permission from local authorities and/or Yes/No Master
the terminal to continue normal operation

229

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

LOGICAL SEQUENCE OF ACTIONS IN EMERGENCY

SHIPBOARD OIL POLLUTION EMERGENCY PLAN
HULL LEAKAGE
Action
Action to be considered Responsibility
taken
IMMEDIATE ACTION
Sounding Emergency Alarm Yes/No Person discovering incident
Initiate vessel emergency response procedure Yes/No Officer on duty
INITIAL RESPONSE
Cease all cargo operation Yes/No Ch. Officer & Officer on duty
All crew to stand-by position Yes/No All
Close manifold valves Yes/No Ch. Officer & Officer on duty
Inform terminal/loading master Yes/No Master/Officer on duty
SECONDARY RESPONSE
Use the Pollution prevention team in an attempt to locate Yes/No Chief Officer
the source of leakage
Consider stopping air intake into accommodation/engine Yes/No Chief Engineer
room
Assess fire risk from release of flammable substances, or Yes/No Master
health hazards from toxic substances
Reduce the tank level by dropping cargo into an empty tank Yes/No Ch. Officer
Prepare pumps for transfer of cargo to shore/barge, if Yes/No Chief Officer
necessary
Man fire station on deck if necessary Yes/No Chief Engineer
Notification of authorities Yes/No Master
FURTHER RESPONSE
If the leakage is located below the waterline, call in divers Yes/No Master-PORT
for further investigation
If it is not possible to identify the leaking tank, reduce level Yes/No Chief Officer
in the tank
Consider the effect on hull stress and stability of the vessel Yes/No Master/Chief Officer
Consider clean-up actions Master/Deck Duty Officer/
Port/Coast Guards assists in clean up actions Yes/No Chief Engineer
Comply with reporting procedures Master/Port-Coast Guards
If required, obtain permission from local authorities and/or Master/Port
the terminal to continue normal operation

230

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 6

LOGICAL SEQUENCE OF ACTIONS IN EMERGENCY

SHIPBOARD OIL POLLUTION EMERGENCY PLAN
COLLISION/GROUNDING
Action
Action to be considered Responsibility
taken
IMMEDIATE ACTION
Sounding Emergency Alarm Yes/No Duty officer on bridge
Initiate vessel emergency response procedure Yes/No Master
INITIAL RESPONSE
Ascertain stability of vessel Yes/No Ch. Officer
All crew to stand-by position Yes/No All
Assess fire risk from release of flammable substances, or Yes/No Chief Engineer
health hazards from toxic substances and man fire station
Assess hull damage Yes/No Officer/Engineer on duty
Inform closest port Yes/No Master
Inform operators Yes/No Master
SECONDARY RESPONSE
Use the Pollution prevention team in an attempt to locate Yes/No Chief Officer/2nd Engineer
the leakage, if any
Consider stopping air intake into accommodation/engine Yes/No Chief Engineer
room
Prepare pumps for transfer of cargo to reduce the tank level Yes/No Ch. Officer
by dropping cargo into an empty tank, if possible
FURTHER RESPONSE
If the leakage is located below the waterline, call shore Yes/No Master-PORT
assistance immediately
If it is not possible to identify the leaking tank, reduce level Yes/No Chief Officer
in the tank, if possible
Consider the effect on hull stress and stability of the vessel Yes/No Chief Officer
Consider clean-up actions Deck Duty Officer/Chief Engineer
Port/Coast Guards assists in clean up actions Yes/No Master/Port-Coast Guards
If required, obtain permission from local authorities to Yes/No Master/Port
proceed to port of refuge

231

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

LOGICAL SEQUENCE OF ACTIONS IN EMERGENCY

CHECKLIST FOR USE IN EMERGENCY
SHIPBOARD OIL POLLUTION EMERGENCY PLAN
FIRE
Action
Action to be considered Responsibility
taken
IMMEDIATE ACTION
Sounding Emergency Alarm Yes/No Person discovering incident
Initiate vessel emergency response procedure Yes/No Officer/Engineer on duty
INITIAL RESPONSE
Stop vessel/Cease all cargo operation Yes/No Master/Chief Engineer/
Ch. Officer
All crew to stand-by position Yes/No Officer on duty
Man fire station Yes/No Chief Engineer
Inform terminal/loading master (in port) Yes/No Master
If fire out of hand, seek shore assistance (port)/abandon Yes/No Master
vessel
SECONDARY RESPONSE
Consider stopping air intake into accommodation/engine Yes/No Chief Engineer
room
Check stability of vessel Yes/No Ch. Officer
Assess risk of release of flammable substances, or health Yes/No Chief Officer
hazards from toxic substances
Assess damage to hull and/or equipment Yes/No Ch. Officer/2nd Engineer
Contain spill, if any, with seals or absorbent materials Yes/No Duty Officer
Prepare portable pumps where it is possible to transfer spill Yes/No Chief Officer
into an empty or slack tank
If required, change vessel’s trim Yes/No Duty Deckhands
Consider relief of pressure from relevant tanks Yes/No Duty Officer/Duty hands
Consider notification of authorities Yes/No Master
FURTHER RESPONSE
Clean-up as required by using material from provided Yes/No Ch. Officer & Officer on duty
contingency unit
Transfer deck washing into empty tank Yes/No Chief Officer
Ensure that any residues collected in the clean-up operation Yes/No Chief Officer
are stored carefully prior to disposal
Comply with reporting procedures Yes/No Master
Confirm the status of the vessel to resume her voyage Yes/No Master

232

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 Appendix 7

Sample Exercise Scenarios

For
Liquid Cargo Handling Simulator (Oil)
The exercises mentioned here are to be used as a guideline in case a simulator is
being used for training as part of the model course

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 PART D: INSTRUCTOR MANUAL – APPENDIX 7

Example of simulator training, where provided

Introduction
Simulator-based training and assessment is not a mandatory requirement for this oil tanker
training programme. However, it is widely recognized that well-designed lessons and exercises
can improve the effectiveness of training.

In case a simulator is being used as an additional tool for the conduct of this model course
then it is suggested that the instructor will use his/her professional judgement to decide as
to which part of the course syllabus can be covered by the simulator training. S/he can then
adjust the classroom training accordingly in order to follow the objective of the model course,
as well as the time frame given.

As a guidance tool, a brief description of a suitable simulator, and the subsequent training,
is highlighted below:

This simulator will be used to demonstrate the following STCW 95 competencies:

STCW-95 Reference Competence

Table A-II/1.9 Monitor the loading, stowage, securing and unloading of cargoes and their
Table A-II/3.6 care during the voyage
Table A-II/1.11 Maintain seaworthiness of the ship
Table A-II/3.8
Table A-III/1.11
Table A-II/2.11 Plan and ensure safe loading, stowage, securing, care during voyage and
unloading of cargoes
Table A-II/2.12 Carriage of dangerous cargoes
Table A-II/2.13 Control Trim, Stability and Stress
Table A-III/2.12
Table A-II/2.14 Monitor and control compliance with legislative requirements and measures to
Table A-III/2.13 ensure safety of life at sea and protection of the marine environment
Section A-V/1.12 Ship operations (oil tanker)
Section A-V/1.14 Emergency operations (oil tanker)

The choice of a simulator should take into consideration the following international
standards:
● International Convention on Standards for Training, Certification and Watchkeeping,
1978, with 1995 amendments
● IMO Resolution A.830 (19) – Code on Alarms and Indicators
● IMO Model Course 1.02 – Specialized Training Programme for Oil Tankers
● ICS/OCIMF/IAPH International Safety Guide for Oil Tankers and Terminals

235

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

The inclusion of simulation may be utilised to enhance the training of the model course and
can be used as a tool to achieve the following:
● Training for tanker staff at all levels for obtaining the statutory Dangerous Cargo
Endorsements
● Training for experienced staff before increasing their level of responsibility e.g.
promotion from operation level to management level

The simulator may fulfil the following requirements:

Physical realism
● Can simulate a typical cargo handling system found on an oil tanker based on real
operational vessels
● Equipment is arranged in a ship-like manner
● The simulator includes the following components and sub-systems:
– Cargo Control system
– Ballast Control system
– Tank Cleaning system
– Overboard discharge monitoring systems
– Tank content Monitoring Systems
– Inert/Venting Control system including loading/discharging, gas freeing,
purging and aerating
– Tank atmosphere control system
– Alarm system
– Communication system
– Cargo pumping system (hydraulic, electric or steam dependant on vessel
type)
– The simulator includes a system for communicating with the ‘outside world’
– The simulator includes a stability and stress calculator

Behavioural realism

The simulation model should be able to replicate the dynamic behaviour of the cargo handling
system and its parameters. Furthermore, the simulation model should be able to simulate the
components, their processes and control systems. It should also be possible to introduce
failures, breakdowns and wear to all equipment simulated.

Operating Environment

The simulator should be able to simulate restrictions and failures in the cargo transfer for
instance, introduced by the simulated shore terminal. Alarms may be announced by flashing
alarm lamps and sound in the ‘Cargo Control Room’.

236

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 7

An example of what the ship model may contain?

Oil Tanker
● This model is based on a 105,000 Mt DWT Crude Oil carrier. The main components
of the model include:
– Six pairs of cargo tanks and 1 pair of slop-tanks
– Segregated Ballast System with 6 pairs of ballast tanks and peak tanks
– Inert Gas Generation (Flue Gas) and Distribution & Control Systems
– Fixed Gas Detection System
– Portable Gas Detection System
– Tank Cleaning system with programmable & non-programmable machines
– Oil Discharge Monitoring & Control System
– UTI Gauging System
– Alarm & Monitoring System
– Cargo tanks are connected to the cargo unloading system through main and
stripping suction lines. Additionally drop lines provide a direct connection
from manifolds to cargo tanks thus bypassing the pump-room during loading
operations
– The cargo system is designed to enable the carriage of three segregated
cargoes. All systems can be interconnected as required for loading, discharging
or inerting purposes. Three manifolds are provided on either side, one for each
cargo ‘system’
– Level indications together with high level, low level and overfill alarms/shutoff
are provided on each cargo tank using a ‘Radar’ type of level monitoring
system. The tanks are also fitted with temperature monitoring facilities at three
levels together with pressure monitoring enabling the accurate determination
of cargo contents and temperature distribution during all stages of operation
● Cargo Oil Pumps: Main Cargo pumps are horizontal centrifugal type located in
the pump-room and driven by steam turbines located in the engine room. Total
3 cargo pumps are provided. Rated capacity of the cargo pumps is 2800 m3/hr at
130 mlc. Pumps are suitable for pumping oil & SW. Rated capacity refers to 1310
rpm (+-3%)
● Cargo Oil Stripping Pump: Steam driven vertical reciprocating pump of rated
capacity 300 m3/hr at 130m total head
● Cargo Eductor: Suction capacity ~ 430 m3/hr, Drive pressure at rated capacity ~ 10
bars, Drive liquid consumption at rated capacity ~ 1200 m3/hr
● Ballast Eductor: Suction capacity ~ 400 m3/hr, Drive pressure at rated capacity ~
3.4 bars, Drive liquid consumption at rated capacity ~ 1500 m3/hr
● Stripping pump suction and discharge pressure indication
● Stripping pump strokemeter

237

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

● Cargo Eductor suction, drive and discharge pressure indication

● Cargo Pump separator tank level
● Following controls are provided:
– Valves operation – COP discharge valves are remotely operated butterfly valves
with position control
– COP RPM control knob
– Stripping Pump strokes control knob
– Non-return valves on COP
– Vacuum pump start/stop
– Auto/Manual control buttons for vacuum pumps
– Auto/Manual control buttons for COP discharge valves
– Auto-Unloading System: The system is installed to complete the unloading
work with Cargo Oil Pump (COP) alone. The main purpose of installing this
system is to perform stripping operation efficiently, while preventing the entry
of vapour into COP, and achieving minimum oil residue in cargo tanks
● Fixed gas Detection system consists of a monitoring and control panel in the
CCR with all its associated monitoring and control systems. The system draws
vapour samples sequentially from all monitored spaces at intervals not exceeding
30 minutes. The spaces being monitored are – Ballast tanks, Engine Room air
uptakes, Pump-Room Top & Bottom and areas in the accommodation. The
sampled gas is passed through the analyser and an alarm is indicated if the vapour
concentration in the sample exceeds the alarm limit set by the user. Maximum
permissible alarm limit is 30% LEL.

Product tanker
● This model is based on a 46,000 Mt DWT Product carrier. The main components
of the model include:
– Seven pairs of cargo tanks and 1 pair of slop-tanks
– Segregated Ballast system with 8 pairs of Ballast tanks and peak tanks
– Inert gas generation (Flue Gas) and distribution & Control systems
– Fixed Gas Detection system
– Portable gas detection system
– Tank Cleaning system with programmable & non-programmable machines
– Oil Discharge Monitoring & Control System
– UTI Gauging System
– Alarm & Monitoring system
● Cargo tanks are connected to the cargo unloading system through main and stripping
suction lines. Additionally drop lines provide a direct connection from manifolds to
cargo tanks thus bypassing the pump-room during loading operations

238

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 7

● The cargo system is designed to enable the carriage of four segregated cargoes. All
systems can be interconnected as required for loading, discharging or inerting
purposes. Four manifolds are provided on either side, one for each cargo
‘system’
● Level indications together with high level, low level and overfill alarms/shutoff are
provided on each cargo tank using a ‘Radar’ type of level monitoring system. The
tanks are also fitted with temperature monitoring facilities at three levels together
with pressure monitoring enabling the accurate determination of cargo contents
and temperature distribution during all stages of operation
● Cargo Oil Pumps: Main Cargo pumps are horizontal centrifugal type located in the
pump-room and driven by electric motors located in the engine room. Total 4 are
provided. Rated Capacity:
– No.1 And No.4 – Variable RPM (500-1750), Max. Capacity-1200m3/H
– No.2 And No.3 – Two Speed (800 RPM and 1200 RPM), Max. Capacity -800m3/
H at 1200 RPM and 400m3 at 800 RPM
● Cargo Stripping Pump; Number And Type: 1, Positive Displacement, Steam Driven,
Variable Rpm (0-37 Strokes); Location: Cargo Pump-Room. Rated Capacity:
150m3/Hr At Max. RPM
● Cargo Stripping Eductor Capacity: 400 M3/Hr
● Ballast Pump; Number And Type: 1, Centrifugal, Electric Driven; Location: Cargo
Pump-Room; Rated Capacity: Fixed RPM, Max. Capacity-1500m3/H
● Inert Gas System; Number And Type: 1 Unit, Purity: 98 Vol. %; Capacity: 2500 X
2 M3/Hr; Pressure: 7.5 To 8.5 Kg/cm2
● Vapour Control System; P-V Valve Settings: High Pressure-Lifts At 1400mm
Aq, Closes At 900mm Aq; Vacuum-Lifts At -350mm Aq, Closes At -330mm
Aq; P-V Breaker Settings: High Pressure-Lifts At 1890mm Aq, Vacuum; Lifts At
-630mm Aq
● Ballast Pump; Number And Type: 1, Centrifugal, Electric Driven; Location: Ballast
Pump-Room; Rated Capacity: Fixed RPM, Max. Capacity- 300m3/Hr X 25 mlc
● Two hydraulic driven ventilation fans of capacity 200 m3/hr x 6 kPa, with heater, are
provided – one each in mid-ship fan room and ballast pump-room. Dry air from gas
free fan can be supplied to cargo tanks through 150A liquid loading line

An example of what the student station may contain?

As an example, each student station may be active singly and independently. If this is the
case, then in such a mode it may be possible to have any number of stations using the same
or any number of different exercises e.g. one or more stations may be engaged in operational
level training while other student stations can be involved in management level training – each
with its own exercise if necessary.

Two or more stations can be linked together and engaged in a joint exercise. A ‘Role
playing’ mode can be extremely useful for training a group of mariners of different ranks and
experience levels who may be required to work together as a team in the future. If such a

239

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

mode is provided, then in this mode it may be possible to control access levels in a way that
every trainee has access to information and controls, which is limited to his/her sphere of
responsibility within that exercise.

An example of what the instructor station may contain?

The instructor console is to act as the heart of a simulator. It may provide the instructor with a
series of panels covering the entire range of operations depicted with total control over every
aspect of the simulation session.

240

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 7

Sample Exercise Scenarios

Exercise No. 1: Cargo Handling Simulator Layout

Exercise No. 2: Inerting Cargo tanks

Exercise No. 3: Loading full cargo

Exercise No. 4: Purge and ventilate cargo tanks for entry

Exercise No. 5: Discharging, Crude Oil washing (COW) and ballasting

Exercise No. 6: Cleaning/washing cargo tanks

Exercise No. 7: Settling and decanting of slop-tanks

Please note that the exercises mentioned here are as a guidance tool in cases where a
simulator is provided.

241

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Exercise No. 1: Cargo Handling Simulator Layout

Introduction to the simulator to be given prior commencing the exercises on the
simulator

Objectives: Understanding of the sub-systems and their overall interactivity

in the cargo handling simulator and the operations involved.
Becoming familiar with terminology used in liquid cargo transport
and operations.

Prerequisites: The trainees should know the theoretical aspects of the various
kinds of liquid cargo transport. Basic Naval architecture related to
tankers will have been studied prior to simulator exercises. Basic
stability, strength and stress theory will have to be known by the
trainees.

Training materials: OHP, Pipeline diagram of the vessel modelled in the liquid cargo
simulator.

Simulator condition: Not applicable.

Briefing: Explanation of the ship type modelled.

Explanation of the various sub-systems and how they connect in
real life.
Explanation of the following LOADICATOR functions: trim, draft,
and heel indicators in the simulator.

Student action: Attend lecture.

Repeat various theories learned on cargo systems, naval
architecture, stability and stress.

Instructor action: Apart from system mimics emphasize overall connection of the
systems in the vessel.
Explain symbols used in mimics.
Explain LOADICATOR.

Debriefing: Check if all systems understood and interconnection of systems

in simulator.
Discuss if relationships with previous theory are properly
understood.

Evaluation: By means of one or more diagrams, have trainees show

understanding of sub-systems and symbols by describing system
and/or indicating various symbols etc.

242

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 7

Exercise No. 2: Inerting cargo tanks

Duration: 2 hours

Objectives: Understanding the principles, operations and safety precautions

involved with inerting of cargo and slop-tanks.

Prerequisites: Introductory exercises will have been completed such as no. 1.

Theory of UEL, LEL and explosive mixtures will have been covered
as well as explosion triangles.

Training Materials: OHP, diagram of the IG distribution line and inerting mimics of the
cargo tanks.

Simulator Condition: Cargo tanks empty, filled with air and normal ballast condition.

Briefing: Composition of the tank atmosphere to be checked and students

explained levels of safe inerting.

Student action: After checking tank atmospheres, choices to be made for which
tanks to start inerting.
Start up IG plant.
Continuous monitoring of IG system and O2 content in the tanks.

Instructor action: Check choice of tanks, system used and route chosen to tanks,
which are to be inerted.

Debriefing: The instructor should ascertain that the tank atmospheres are at
the required level of O2. Check that the students have understood
the principles of inerting and explosion levels and limits.

Evaluation: By question and answer confirm that students have understood the
principles of, and reasons for, the inerting of cargo and slop-tanks.
Based on the achieved levels of IG and O2 in the tanks the trainees’
understanding and skills in inerting can be evaluated.

243

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Exercise No. 3: Loading full cargo

Duration: 3.5 hours

Objectives: By loading a full cargo into the vessel, appreciating efficient cargo
planning, stability and stress criteria and maximum allowable draft
and trim.

Prerequisites: The trainees will have performed familiarization exercises on the

simulator and they will have knowledge of loading zones, stability,
shear forces and bending moments.

Training materials: OHP, diagram of the vessel cargo system, LOADICATOR and
Loading zone chart.

Simulator condition: Cargo tanks empty, tanks inerted and normal ballast condition.
Shore connection for 1 grade and 1 temperature of cargo in all
tanks.

Briefing: Trainees should be told that all tanks are empty and segregated
ballast tanks full for normal ballast condition.
Tanks have to be filled to 98%.
Shear forces and bending moments to be kept within limits;
preliminary check can be done by off-line LOADICATOR.
When loading, tank gas to be vented to shore (or vent riser on
vessel or from individual high velocity PV valves according to
instructor choice).

Student action: Trainees can perform preliminary stress check with the
LOADICATOR.
Connection of shore manifold to be made and tank filling to
commence simultaneously or in order according to stress
limitations.
When loading tanks, levels to be monitored as well as tank
atmosphere and shear forces and bending moments.
Ballast to be pumped out in accordance with the loading
sequence.

Instructor action: Check preliminary stress calculations.

Check tanks loaded in planned sequence in order to keep stresses
within limits.
Check tank levels after filling and topping off.
Check ballast pumping operation in synchronization with loading
sequence.

244

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 7

If the exercise of filling all tanks takes too long in real time, a
start can be made and then continued fast time until a further
stage whereby topping off of tanks is again a useful learning
experience.
Alternatively, fast speed simulation can be skipped and replaced
by another scenario where cargo tanks are at or near topping off
level and exercise commenced from that condition.

Debriefing: Trainees should understand possibilities and limitations of a full

cargo being loaded.
Stability and stresses to be monitored and final draft, heel, tank
ullages and atmospheres to be checked.

Evaluation: By means of observation of final condition assessing if trainees

have reached required condition and that all values of levels,
volumes, trim and list, shear forces and bending moments are
within the determined limits.

245

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Exercise No. 4: Purge and ventilate cargo tanks for entry

Duration: 1 hour

Objectives: Preparing cargo tanks for entry after containing hydrocarbon

cargo.
The trainee will learn how to purge cargo tanks with inert gas to
safe level before starting to ventilate with air.

Prerequisites: Familiarization exercise no. 1.

Inerting exercise no. 2.
Theory of explosion limits – LEL and UEL.
Threshold limit values (TLV).

Training materials: OHP, diagram of the vessel IG system.

Simulator condition: Vessel ballasted to normal seagoing condition.

All cargo tanks empty.
Tank atmosphere – Empty and under HC vapour.

Briefing: The different status of tanks to be explained to trainees.

HC and O2 differences to be pointed out.
Use of IG system, P/V valves and venting system.
Objective is to maintain proper tank atmosphere composition
during whole operation.

Student action: Start purging selected cargo tanks with inert gas to safe HC
concentration before starting to ventilate with air.
Make one or two tanks gas free for entry.
Tank atmosphere to be constantly monitored.

Instructor action: Check proper operation of IG plant.

Check that trainees observe tank atmosphere and that selected
tanks are at safe HC-level before starting to ventilate with air.

Debriefing: Ensure the trainees have understood the correct use of tank
atmosphere diagrams.
The importance of purging with IG down to safe HC concentration
before ventilating with air is to be stressed.

Evaluation: By means of tank atmosphere screens, the oxygen and hydrocarbon

contents in the vented tanks can be monitored.

246

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 7

Exercise No. 5: Discharging, Crude Oil washing (COW) and ballasting

Duration: 5 hours

Objectives: By means of this exercise the relationship between the various

sub-systems is supposed to be demonstrated and the overall
understanding of simultaneously discharging, ballasting and COW
to be demonstrated and realized.

Prerequisites: Familiarization exercises.

Discharging exercise.
Washing/cleaning exercise.
Ballasting exercise.
IG usage exercise.
Theoretical knowledge of shear force, stress, trim, heel is
required.
Pollution prevention rules and procedures have been discussed.

Training materials: OHP, diagram of the vessel cargo, IG and tank cleaning systems.

Simulator condition: Cargo tanks loaded with crude oil.

Slop-tanks 50% full.
Tanks inerted, IG system standby.
No ballast.

Briefing: The trainees should be convinced of the complexity of the exercise,

which should be built up step by step.
Discharging and inerting is to be started first.
Stress, trim and heel to be monitored.
Discharging, COW operation and ballasting according to pre-
prepared plan.

Student action: The trainees will start with preparing a discharging and COW plan,
which will keep stress, trim and heel within the acceptable limits.
Discharging, inerting, COW operation and ballasting and stripping
will take place simultaneously.
In this order operations will continue until all tanks empty, COW
operation and ballasted according to IMO requirements.

Instructor action: The instructor should ascertain that the choice of discharging
order takes stress, trim and heel into consideration.

247

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

During discharging the tank atmospheres are monitored and inert

gas supplied.
That COW commences at the right tank level and ballasting
commences in time for vessel’s trim, heel and stresses to be
maintained within limits.
As this exercise includes several aspects and comprises a full
cargo, breakdown in separate sessions is possible or alternatively
the instructor can run routine parts in fast time if the trainees have
started up the sub-processes properly.

Debriefing: By means of discussion bring up problems in operations and

problems due to complexity.
Check which order tanks have been handled and in which order
ballast has been loaded.
Check that inerting has taken place during discharging as well as
during COW.

Evaluation: By means of question and answer determine understanding of

operations.
Time needed to complete operations will be a measure of efficient
conduct of operations.
All cargo should be discharged, tanks COW operation and
inerted.
Pump performance during discharging (including, rpm racing,
overheat and tank residue) is an indicator of correct use of AUS
and pump operating procedures.
After completion of discharging operations, vessel should be in
correct trim, heel and within acceptable limits of stresses and
stability.

248

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 7

Exercise No. 6: Cleaning/washing cargo tanks

Duration: 2 hours

Objectives: The trainees will be able to perform tank cleaning operations. The
trainees will appreciate the use of inert gas during the washing
operations. The trainees will be able to properly process any
washing water and slops in order to prevent marine pollution.

Prerequisites: Familiarization exercises.

Cargo discharging exercise.
IG usage exercise.
Theory of tank washing: principles, equipment, dangers, limitations,
slop processing.

Training materials: OHP, diagram of the vessel cargo, IG and tank cleaning systems.

Simulator condition: Cargo tanks empty and inerted.

Vessel ballasted to normal seagoing condition.

Briefing: Trainees to be explained which tanks to be washed and in which

sequence.
Differences between water washing and crude oil washing to be
explained.
Washing cycle system (open and closed cycle) to be explained.

Student action: Trainees should start choosing which tanks to wash, in which
order.
Tank cleaning pumps, deck lines and machines to be indicated
and lined up.
Washing water to be directed to slop-tanks to settle.

Instructor action: Ascertain that tanks, routes and pumps are properly lined up.
During washing trainees should use IG and monitor tank
atmospheres.
No washing water should be discharged overboard, but all to
slop-tanks (closed cycle).

Debriefing: By means of question and answer trainees to be checked

on understanding of washing methods and principles.
Pollution prevention by retaining slops on board is also to be
discussed. Dangers associated with washing to be understood
by trainees.

249

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Evaluation: Tank atmospheres to be checked for explosion danger.

Slop-tank content should contain washing water and/or washing
oil. Levels of water and oil to be determined by using MMC tape.

250

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 7

Exercise No. 7: Settling and decanting of slop-tanks

Duration: 2 hours

Objectives: Proper uses of double tank slop system.

Understanding of separation and settling of specific different
liquids.

Prerequisites: Tank cleaning exercises.

Loading exercise.
Ballasting exercise.
Theory of tank loading alternatives.
Theory of oil/water separation.

Training materials: OHP, diagram of the vessel cargo systems.

Simulator condition: Cargo tanks empty and inerted.

Vessel ballasted to normal seagoing condition.
Slop-tanks full with oil/water mixture.

Briefing: Trainees to be explained system of double slop-tanks – primary

and secondary.
First settling to take place in primary tank, water then decanting to
secondary tank and here further settling.
Separated water then via ODME overboard if vessel underway
(outside special areas).

Student action: Trainees will first observe levels and content of slop-tanks (by use
of MMC tape).
Additional slops to be produced from tank washing and pumped
to primary tank.
After settling, decanting of water to secondary tank. After further
settling, pumping slops overboard direct via ODME.
Set up and operate ODME to pump out slops overboard.

Instructor action: Check that trainees understand layout of slop-tanks, decanting

system, pumps, slop discharge line etc.
Check that proper monitoring of oil/water interface takes place
before pumping slops to other tank or overboard.
Check that ODME is correctly operated.

251

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Debriefing: Discuss slop-tank system and what difficulties encountered by

trainees when pumping slops.
Check knowledge of trainees in processing slops.

Evaluation: Slop-tank contents to be monitored.

Oil/water interface is a measure of how much water has been
pumped away and how well settling has taken place.
Correct operation of ODME.

252

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 Appendix 8

Sample Screen Shots of Liquid Cargo Handling

Simulator (Oil)
The snap shots are mentioned only to be used as a guideline tool as to what
parameters should go into a liquid cargo handling simulator (oil) in case a simulator
is being used for training as part of the model course

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 PART D: INSTRUCTOR MANUAL – APPENDIX 8

Oil tanker pump-room layout

Inert Gas panel

255

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

LOADICATOR

256

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 8

Cargo Control Room (CCR) panel layout

Measurement of tank atmosphere layout

257

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Inert Gas System panel layout

Layout of Inert Gas panel (For deck)

258

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 8

Oil Data Monitoring and Control System (ODMCS) panel layout

Ballast panel control layout

259

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 Appendix 9

Definitions

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 PART D: INSTRUCTOR MANUAL – APPENDIX 9

Definitions
Anti-static additive

A substance added to petroleum product to raise its electrical conductivity above 100 pico
Siemens/meter (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 department or classification society. The authority should have certified the
equipment as safe in a specified hazardous atmosphere.

Cathodic protection

The prevention of corrosion by electrochemical techniques. On tankers it may be applied

either externally to the hull or internally to the surface of tanks. At terminals, it is frequently
applied to steel pipes and fender panels.

Clingage

Oil remaining on the walls of a pipe or on the internal surfaces of tanks after the bulk of the
oil has been removed.

Cold work

Work which cannot create a source of ignition.

Combination carrier

A ship which is designed to carry either petroleum cargoes or dry bulk cargoes.

Combustible (also referred to as ‘Flammable’)

Capable of being ignited and of burning. For the purposes of this guide the terms ‘combustible’
and ‘flammable’ are synonymous.

Combustible gas detector

An instrument for measuring the composition of hydrocarbon gas/air mixtures, usually giving
the result as a percentage of the lower flammable limit (LFL).

Dangerous area

An area on a tanker, which for the purposes of the installation and use of electrical equipment
is regarded as dangerous.

263

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Earthing (also referred to as ‘Grounding’)

The electrical connection of equipment to the main body of the earth to ensure that it is at
earth potential. On board ship, the connection is made to the main metallic structure of the
ship, which is at earth potential because of the conductivity of the sea.

Entry permit

A document issued by a responsible person permitting entry to a space or compartment

during a specific time interval.

Explosion-proof (‘Flame-proof’)

Electrical equipment is defined and certified as explosion- (flame-) proof when it is enclosed
in a case, which is capable of withstanding the explosion within it of a hydrocarbon gas/air
mixture or other specified flammable gas mixture. It must also prevent the ignition of such
a mixture outside the case either by spark or flame from the internal explosion or as a result
of the temperature rise of the case following the internal explosion. The equipment must
operate at such an external temperature that a surrounding flammable atmosphere will not
be ignited.

Explosive range

See ‘Flammable range’.

Flame screen

A portable or fitted device incorporating one or more corrosion resistant wire woven fabrics of
very small mesh which is 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 flame arrester.)

Flammable (also referred to as ‘Combustible’)

Capable of being ignited and of burning. For the purposes of this guide the terms ‘flammable’
and ‘combustible’ are synonymous.

Flammable range (also referred to as ‘Explosive range’)

The range of hydrocarbon gas concentrations in air between the lower and upper flammable
(explosive) limits. Mixtures within this range are capable of being ignited and of burning.

Flashlight (also referred to as ‘Torch’)

A battery operated hand lamp. An approved flashlight is one, which is approved by a

competent authority for use in a flammable atmosphere.

264

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 9

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 a laboratory in standard apparatus
using a prescribed procedure.

Foam (also referred to as ‘Froth’)

An aerated solution, which is used for fire prevention and fire-fighting.

Free fall

The unrestricted fall of a liquid into a tank.

Froth

See ‘Foam’.

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 authorised responsible person confirming that, at the time of testing,
a tank, compartment or container was gas free for a specific purpose.

Halon

A halogenated hydrocarbon used in fire-fighting which inhibits flame propagation by virtue

of breaking the chain reaction. Please note that the use of Halon is now prohibited under the
Montreal Protocol of the Vienna Convention on Depletion of ozone layer, 1985.

Hazardous area

An area on shore which for the purposes of the installation and use of electrical equipment is
regarded as dangerous. Such hazardous areas are graded into hazardous zones depending
upon the probability of the presence of a flammable gas mixture.

Hot work

Work involving sources of ignition or temperatures 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, and
internal combustion engines.

265

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Hydrocarbon gas

A gas composed entirely of hydrocarbons.

Inert condition

A condition in which the oxygen content throughout the atmosphere of a tank has been
reduced to 8% or less by volume by the addition of inert gas.

Inert Gas Plant

All equipment fitted to supply, cool, clean, pressurise, monitor and control the delivery of
inert gas to the cargo tank systems.

Inert Gas System (IGS)

An inert gas plant and inert gas distribution system together with means for preventing
backflow or cargo gases to the machinery spaces, fixed and portable measuring instruments
and control devices.

Inerting

The introduction of inert gas into a tank with the object of attaining the inert condition.

Insulating flange

A flanged joint incorporating an insulating gasket, sleeves and washers to prevent electrical
continuity between pipelines, hose strings or loading arms.

Interface detector

An electrical instrument for detecting the boundary between oil and water.

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.

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.

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.

266

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 9

OBO, OIL/ORE

See ‘Combination Carrier’.

Oxygen analyser/meter

An instrument for determining the percentage of oxygen in a sample of the atmosphere

drawn from a tank, pipe or compartment.

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.

Pour point

The lowest temperature at which a petroleum oil will remain fluid.

Pressure surge

A sudden increase in the pressure of the liquid in a pipeline brought about by an abrupt
change in flow velocity.

Pressure/vacuum relief valve (P/V valve)

A device which provides for the flow of the small volumes of vapour, air or inert gas mixtures
caused by thermal variations in a cargo tank.

Purging

The introduction of inert gas into a tank already in the inert condition with the object of:
1) Further reducing the existing oxygen content; and/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.

Reid vapour pressure (RVP)

The vapour pressure of a liquid determined in a standard manner in the Reid apparatus at a
temperature of 37.8°C and with a ratio of gas to liquid volume of 4:1. Used for comparison
purposes only. See ‘True Vapour Pressure’.

267

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Responsible officer (or person)

A person appointed by the employer or the master of the ship and empowered to take all
decisions relating to a specific task, having the necessary knowledge and experience for that
purposes.

Resuscitator (resuscitation equipment)

Equipment to assist or restore the breathing of personnel overcome by gas or lack of

oxygen.

Static accumulator oil

Oil with an electrical conductivity less than 50 pico Siemens/meter (pS/m), so that it is capable
of retaining a significant electrostatic charge.

Stripping

The final operation in pumping bulk liquid from a tank or pipeline.

Tanker

A ship designed to carry liquid petroleum cargo in bulk, including a combination carrier when
being used for this purpose.

Tank cleaning

The process of removing hydrocarbon vapours, liquid or residue. Usually carried out so that
tanks can be entered for inspection or hot work.

Threshold limit value (TLV)

The time-weighted average concentration of a substance to which workers may be repeatedly

exposed, for a normal 8-hour workday or 40-hour workweek, day after day, without adverse
effect.

Topping up

The introduction of inert gas into a tank, which is already in the inert condition with the object
of raising the tank pressure to prevent any ingress of air.

Torch

See ‘Flashlight’.

Toxic

Poisonous to human life.

268

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 PART D: INSTRUCTOR MANUAL – APPENDIX 9

True vapour pressure (TVP)

The true vapour pressure of a liquid is the absolute pressure exerted by the gas produced by
evaporation from a liquid when gas and liquid are in equilibrium at the prevailing temperature
and the gas/liquid ratio is effectively zero.

Ullage

The depth of the space above the liquid in a tank.

Upper flammable limit (UFL)

The concentration of a hydrocarbon gas in air above which there is insufficient oxygen to
support and propagate combustion. Sometimes referred to as upper explosive limit (UEL).

Vapour

A gas below its critical temperature.

Vapour lock system

Equipment fitted to a tank to enable the measuring and sampling of cargoes without release
of vapour/inert gas pressure.

Volatile petroleum

Petroleum, having a flashpoint below 60°C as determined by the closed cup method of
testing.

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

specific period in a defined area.

269

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 Guidance on the
Implementation of
Model Courses

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 Contents
Page

Part 1: Preparation 275

Part 2: Notes on teaching technique 280

Part 3: Curriculum development 282

Annex A1 Preparation checklist 285

Annex A2 Example of a Model Course syllabus in a subject area 287

Annex A3 Example of a lesson plan for annex A2 292

273

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO
 GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

Part 1: Preparation
1 Introduction

1.1 The success of any enterprise depends heavily on sound and effective preparations.

1.2 Although the IMO model course “package” has been made as comprehensive as
possible, it is nonetheless vital that sufficient time and resources are devoted to
preparation. Preparation not only involves matters concerning administration or
organization, but also includes the preparation of any course notes, drawings,
sketches, overhead transparencies, etc., which may be necessary.

2 General considerations

2.1 The course “package” should be studied carefully; in particular, the course syllabus
and associated material must be attentively and thoroughly studied. This is vital if a
clear understanding is to be obtained of what is required, in terms of resources
necessary to successfully implement the course.

2.2 A “checklist”, such as that set out in annex A1, should be used throughout all stages
of preparation to ensure that all necessary actions and activities are being carried out
in good time and in an effective manner. The checklist allows the status of the
preparation procedures to be monitored, and helps in identifying the remedial actions
necessary to meet deadlines. It will be necessary to hold meetings of all those
concerned in presenting the course from time to time in order to assess the status of
the preparation and “troubleshoot” any difficulties.

2.3 The course syllabus should be discussed with the teaching staff who are to present
the course, and their views received on the particular parts they are to present. A study
of the syllabus will determine whether the incoming trainees need preparatory work to
meet the entry standard. The detailed teaching syllabus is constructed in “training
outcome” format. Each specific outcome states precisely what the trainee must do to
show that the outcome has been achieved. An example of a model course syllabus is
given in annex A2. Part 3 deals with curriculum development and explains how a
syllabus is constructed and used.

2.4 The teaching staff who are to present the course should construct notes or lesson
plans to achieve these outcomes. A sample lesson plan for one of the areas of the
sample syllabus is provided in annex A3.

2.5 It is important that the staff who present the course convey, to the person in charge of
the course, their assessment of the course as it progresses.

3 Specific considerations

3.1 Scope of course

In reviewing the scope of the course, the instructor should determine whether it needs
any adjustment in order to meet additional local or national requirements (see Part 3).

275

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

3.2 Course objective

.1 The course objective, as stated in the course material, should be very carefully
considered so that its meaning is fully understood. Does the course objective require
expansion to encompass any additional task that national or local requirements will
impose upon those who successfully complete the course? Conversely, are there
elements included which are not validated by national industry requirements?

.2 It is important that any subsequent assessment made of the course should

include a review of the course objectives.

3.3 Entry standards

.1 If the entry standard will not be met by your intended trainee intake, those
entering the course should first be required to complete an upgrading course to raise
them to the stated entry level. Alternatively, those parts of the course affected could
be augmented by inserting course material which will cover the knowledge required.

.2 If the entry standard will be exceeded by your planned trainee intake, you may
wish to abridge or omit those parts of the course the teaching of which would be
unnecessary, or which could be dealt with as revision.

.3 Study the course material with the above questions in mind and with a view to
assessing whether or not it will be necessary for the trainees to carry out preparatory
work prior to joining the course. Preparatory material for the trainees can range from
refresher notes, selected topics from textbooks and reading of selected technical
papers, through to formal courses of instruction. It may be necessary to use a
combination of preparatory work and the model course material in modified form. It
must be emphasized that where the model course material involves an international
requirement, such as a regulation of the International Convention on Standards of
Training, Certification and Watchkeeping (STCW) 1978, as amended, the standard
must not be relaxed; in many instances, the intention of the Convention is to require
review, revision or increased depth of knowledge by candidates undergoing training
for higher certificates.

3.4 Course certificate, diploma or document

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

3.5 Course intake limitations

.1 The course designers have recommended limitations regarding the numbers of
trainees who may participate in the course. As far as possible, these limitations should
not be exceeded; otherwise, the quality of the course will be diluted.

.2 It may be necessary to make arrangements for accommodating the trainees

and providing facilities for food and transportation. These aspects must be considered
at an early stage of the preparations.

276

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

3.6 Staff requirements

.1 It is important that an experienced person, preferably someone with experience
in course and curriculum development, is given the responsibility of implementing the
course.

.2 Such a person is often termed a “course co-ordinator” or “course director”.

Other staff, such as lecturers, instructors, laboratory technicians, workshop
instructors, etc., will be needed to implement the course effectively. Staff involved in
presenting the course will need to be properly briefed about the course work they will
be dealing with, and a system must be set up for checking the material they may be
required to prepare. To do this, it will be essential to make a thorough study of the
syllabus and apportion the parts of the course work according to the abilities of the
staff called upon to present the work.

.3 The person responsible for implementing the course should consider

monitoring the quality of teaching in such areas as variety and form of approach,
relationship with trainees, and communicative and interactive skills; where necessary,
this person should also provide appropriate counselling and support.

3.7 Teaching facilities and equipment

.1 Rooms and other services
It is important to make reservations as soon as is practicable for the use of lecture
rooms, laboratories, workshops and other spaces.

.2 Equipment
Arrangements must be made at an early stage for the use of equipment needed in the
spaces mentioned in 3.7.1 to support and carry through the work of the course. For
example:

● blackboards and writing materials

● apparatus in laboratories for any associated demonstrations and experiments
● machinery and related equipment in workshops
● equipment and materials in other spaces (e.g. for demonstrating fire fighting,
personal survival, etc.).

3.8 Teaching aids

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

3.9 Audio-visual aids

Audio-visual aids (AVA) may be recommended in order to reinforce the learning
process in some parts of the course. Such recommendations will be identified in Part
A of the model course. The following points should be borne in mind:

.1 Overhead projectors
Check through any illustrations provided in the course for producing overhead
projector (OHP) transparencies, and arrange them in order of presentation. To
produce transparencies, a supply of transparency sheets is required; the illustrations
can be transferred to these via photocopying. Alternatively, transparencies can be

277

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

produced by writing or drawing on the sheet. Coloured pens are useful for
emphasizing salient points. Ensure that spare projector lamps (bulbs) are available.

.2 Slide projectors
If you order slides indicated in the course framework, check through them and arrange
them in order of presentation. Slides are usually produced from photographic
negatives. If further slides are considered necessary and cannot be produced locally,
OHP transparencies should be resorted to.

.3 Cine projector
If films are to be used, check their compatibility with the projector (i.e. 16 mm, 35 mm,
sound, etc.). The films must be test-run to ensure there are no breakages.

.4 Video equipment
It is essential to check the type of video tape to be used. The two types commonly
used are VHS and Betamax. Although special machines exist which can play either
format, the majority of machines play only one or the other type. Note that VHS and
Betamax are not compatible; the correct machine type is required to match the tape.
Check also that the TV raster format used in the tapes (i.e. number of lines,
frames/second, scanning order, etc.) is appropriate to the TV equipment available.
(Specialist advice may have to be sought on this aspect.) All video tapes should be
test-run prior to their use on the course.

.5 Computer equipment
If computer-based aids are used, check their compatibility with the projector and the
available software.

.6 General note
The electricity supply must be checked for voltage and whether it is AC or DC, and
every precaution must be taken to ensure that the equipment operates properly and
safely. It is important to use a proper screen which is correctly positioned; it may be
necessary to exclude daylight in some cases. A check must be made to ensure that
appropriate screens or blinds are available. All material to be presented should be
test-run to eliminate any possible troubles, arranged in the correct sequence in which
it is to be shown, and properly identified and cross-referenced in the course timetable
and lesson plans.

3.10 IMO references

The content of the course, and therefore its standard, reflects the requirements of all
the relevant IMO international conventions and the provisions of other instruments as
indicated in the model course. The relevant publications can be obtained from the
Publication Service of IMO, and should be available, at least to those involved in
presenting the course, if the indicated extracts are not included in a compendium
supplied with the course.

3.11 Textbooks
The detailed syllabus may refer to a particular textbook or textbooks. It is essential that
these books are available to each student taking the course. If supplies of textbooks
are limited, a copy should be loaned to each student, who will return it at the end of

278

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

the course. Again, some courses are provided with a compendium which includes all
or part of the training material required to support the course.

3.12 Bibliography
Any useful supplementary source material is identified by the course designers and
listed in the model course. This list should be supplied to the participants so that they
are aware where additional information can be obtained, and at least two copies of
each book or publication should be available for reference in the training institute
library.

3.13 Timetable
If a timetable is provided in a model course, it is for guidance only. It may only take
one or two presentations of the course to achieve an optimal timetable. However, even
then it must be borne in mind that any timetable is subject to variation, depending on
the general needs of the trainees in any one class and the availability of instructors
and equipment.

279

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Part 2: Notes on teaching technique

1 Preparation

1.1 Identify the section of the syllabus which is to be dealt with.

1.2 Read and study thoroughly all the syllabus elements.

1.3 Obtain the necessary textbooks or reference papers which cover the training area to
be presented.

1.4 Identify the equipment which will be needed, together with support staff necessary for
its operation.

1.5 It is essential to use a “lesson plan”, which can provide a simplified format for co-
ordinating lecture notes and supporting activities. The lesson plan breaks the material
down into identifiable steps, making use of brief statements, possibly with keywords
added, and indicating suitable allocations of time for each step. The use of audio-
visual material should be indexed at the correct point in the lecture with an appropriate
allowance of time. The audio-visual material should be test-run prior to its being used
in the lecture. An example of a lesson plan is shown in annex A3.

1.6 The syllabus is structured in training outcome format and it is thereby relatively
straightforward to assess each traineeʼs grasp of the subject matter presented during
the lecture. Such assessment may take the form of further discussion, oral questions,
written tests or selection-type tests, such as multiple-choice questions, based on the
objectives used in the syllabus. Selection-type tests and short-answer tests can
provide an objective assessment independent of any bias on the part of the assessor.
For certification purposes, assessors should be appropriately qualified for the
particular type of training or assessment.

REMEMBER – POOR PREPARATION IS A SURE WAY TO LOSE THE INTEREST

OF A GROUP

1.7 Check the rooms to be used before the lecture is delivered. Make sure that all the
equipment and apparatus are ready for use and that any support staff are also
prepared and ready. In particular, check that all blackboards are clean and that a
supply of writing and cleaning materials is readily available.

2 Delivery

2.1 Always face the people you are talking to; never talk with your back to the group.

2.2 Talk clearly and sufficiently loudly to reach everyone.

2.3 Maintain eye contact with the whole group as a way of securing their interest and
maintaining it (i.e. do not look continuously at one particular person, nor at a point in
space).

280

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

2.4 People are all different, and they behave and react in different ways. An important
function of a lecturer is to maintain interest and interaction between members of a
group.

2.5 Some points or statements are more important than others and should therefore be
emphasized. To ensure that such points or statements are remembered, they must be
restated a number of times, preferably in different words.

2.6 If a blackboard is to be used, any writing on it must be clear and large enough for
everyone to see. Use colour to emphasize important points, particularly in sketches.

2.7 It is only possible to maintain a high level of interest for a relatively short period of time;
therefore, break the lecture up into different periods of activity to keep interest at its
highest level. Speaking, writing, sketching, use of audio-visual material, questions,
and discussions can all be used to accomplish this. When a group is writing or
sketching, walk amongst the group, looking at their work, and provide comment or
advice to individual members of the group when necessary.

2.8 When holding a discussion, do not allow individual members of the group to
monopolize the activity, but ensure that all members have a chance to express
opinions or ideas.

2.9 If addressing questions to a group, do not ask them collectively; otherwise, the same
person may reply each time. Instead, address the questions to individuals in turn, so
that everyone is invited to participate.

2.10 It is important to be guided by the syllabus content and not to be tempted to introduce
material which may be too advanced, or may contribute little to the course objective.
There is often competition between instructors to achieve a level which is too
advanced. Also, instructors often strongly resist attempts to reduce the level to that
required by a syllabus.

2.11 Finally, effective preparation makes a major contribution to the success of a lecture.
Things often go wrong; preparedness and good planning will contribute to putting
things right. Poor teaching cannot be improved by good accommodation or advanced
equipment, but good teaching can overcome any disadvantages that poor
accommodation and lack of equipment can present.

281

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Part 3: Curriculum development

1 Curriculum

The dictionary defines curriculum as a “regular course of study”, while syllabus is

defined as “a concise statement of the subjects forming a course of study”. Thus, in
general terms, a curriculum is simply a course, while a syllabus can be thought of as
a list (traditionally, a “list of things to be taught”).

2 Course content

The subjects which are needed to form a training course, and the precise skills and
depth of knowledge required in the various subjects, can only be determined through
an in-depth assessment of the job functions which the course participants are to be
trained to perform (job analysis). This analysis determines the training needs, thence
the purpose of the course (course objective). After ascertaining this, it is possible to
define the scope of the course.

(Note: Determination of whether or not the course objective has been achieved may
quite possibly entail assessment, over a period of time, of the “on-the-job
performance” of those completing the course. However, the detailed learning
objectives are quite specific and immediately assessable.)

3 Job analysis

A job analysis can only be properly carried out by a group whose members are
representative of the organizations and bodies involved in the area of work to be
covered by the course. The validation of results, via review with persons currently
employed in the job concerned, is essential if undertraining and overtraining are to be
avoided.

4 Course plan

Following definition of the course objective and scope, a course plan or outline can be
drawn up. The potential students for the course (the trainee target group) must then
be identified, the entry standard to the course decided and the prerequisites defined.

5 Syllabus

The final step in the process is the preparation of the detailed syllabus with associated
timescales; the identification of those parts of textbooks and technical papers which
cover the training areas to a sufficient degree to meet, but not exceed, each learning
objective; and the drawing up of a bibliography of additional material for
supplementary reading.

282

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

6 Syllabus content

The material contained in a syllabus is not static; technology is continuously

undergoing change and there must therefore be a means for reviewing course
material in order to eliminate what is redundant and introduce new material reflecting
current practice. As defined above, a syllabus can be thought of as a list and,
traditionally, there have always been an “examination syllabus” and a “teaching
syllabus”; these indicate, respectively, the subject matter contained in an examination
paper, and the subject matter a teacher is to use in preparing lessons or lectures.

7 Training outcomes

7.1 The prime communication difficulty presented by any syllabus is how to convey the
“depth” of knowledge required. A syllabus is usually constructed as a series of “training
outcomes” to help resolve this difficulty.

7.2 Thus, curriculum development makes use of training outcomes to ensure that a
common minimum level and breadth of attainment is achieved by all the trainees
following the same course, irrespective of the training institution (i.e. teaching/lecturing
staff).

7.3 Training outcomes are trainee-oriented, in that they describe an end result which is to
be achieved by the trainee as a result of a learning process.

7.4 In many cases, the learning process is linked to a skill or work activity and, to
demonstrate properly the attainment of the objective, the trainee response may have
to be based on practical application or use, or on work experience.

7.5 The training outcome, although aimed principally at the trainee to ensure achievement
of a specific learning step, also provides a framework for the teacher or lecturer upon
which lessons or lectures can be constructed.

7.6 A training outcome is specific and describes precisely what a trainee must do to
demonstrate his knowledge, understanding or skill as an end product of a learning
process.

7.7 The learning process is the “knowledge acquisition” or “skill development” that takes
place during a course. The outcome of the process is an acquired “knowledge”,
“understanding”, “skill”; but these terms alone are not sufficiently precise for describing
a training outcome.

7.8 Verbs, such as “calculates”, “defines”, “explains”, “lists”, “solves” and “states”, must be
used when constructing a specific training outcome, so as to define precisely what the
trainee will be enabled to do.

7.9 In the IMO model course project, the aim is to provide a series of model courses to
assist instructors in developing countries to enhance or update the maritime training
they provide, and to allow a common minimum standard to be achieved throughout the
world. The use of training outcomes is a tangible way of achieving this desired aim.

283

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

7.10 As an example, a syllabus in training-outcome format for the subject of ship

construction appears in annex A2. This is a standard way of structuring this kind of
syllabus. Although, in this case, an outcome for each area has been identified – and
could be used in an assessment procedure – this stage is often dropped to obtain a
more compact syllabus structure.

8 Assessment

Training outcomes describe an outcome which is to be achieved by the trainee. Of

equal importance is the fact that such an achievement can be measured
OBJECTIVELY through an evaluation which will not be influenced by the personal
opinions and judgements of the examiner. Objective testing or evaluation provides a
sound base on which to make reliable judgements concerning the levels of
understanding and knowledge achieved, thus allowing an effective evaluation to be
made of the progress of trainees in a course.

284

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 Annex A1
Preparation checklist

Ref Component Identified Reserved Electricity Purchases Tested Accepted Started Finished Status OK
supply
1 Course plan

2 Timetable

3 Syllabus

4 Scope

5 Objective

6 Entry
standard
7 Preparatory
course
8 Course
certificate
9 Participant
numbers

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

10 Staffing
Co-ordinator
Lecturers
Instructors
Technicians
Other

285
GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES
 286
Annex A1
Preparation checklist (continued)

Ref Component Identified Reserved Electricity Purchases Tested Accepted Started Finished Status OK
supply
11 Facilities
(a) Rooms
Lab
Workshop
Other
Class
SPECIALIZED TRAINING FOR OIL TANKERS

(b) Equipment
Lab
Workshop
Other

12 AVA
Equipment
and materials
OHP
Slide
Cine

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

Video

13 IMO reference

14 Textbooks

15 Bibliography
 GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

Annex A2
Example of a Model Course syllabus in a subject area

Subject area: Ship construction

Prerequisite: Have a broad understanding of shipyard practice

General aims: Have knowledge of materials used in shipbuilding, specification of

shipbuilding steel and process of approval

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

287

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

Course outline

Total hours
for each
Knowledge, understanding and proficiency Total hours for subject area of
each topic required
performance

Competence:
3.1 CONTROL TRIM, STABILITY and STRESS

3.1.1 FUNDAMENTAL PRINCIPLES OF SHIP

CONSTRUCTION, TRIM AND STABILITY
.1 Shipbuilding materials 3
.2 Welding 3
.3 Bulkheads 4
.4 Watertight and weathertight doors 3
.5 Corrosion and its prevention 4
.6 Surveys and dry-docking 2
.7 Stability 83 102

288

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

Part C3: 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.

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

in which the trainee is required to be proficient. The teaching syllabus shows the
Required performance expected of the trainee in the tables that follow.

In order to assist the instructor, references are shown to indicate IMO references and
publications, textbooks and teaching aids that instructors may wish to use in preparing
and presenting their lessons.

The material listed in the course framework has been used to structure the detailed
training syllabus; in particular:

● Teaching aids (indicated by A)

● IMO references (indicated by R), and
● Textbooks (indicated by T)

will provide valuable information to instructors.

Explanation of information contained in the syllabus tables

The information on each table is systemtically organized in the following way. The line
at the head of the table describes the FUNCTION with which the training is concerned.
A function means a group of tasks, duties and responsibilities as specified in the STCW
Code. It describes related activities which make up a professional discipline or
traditional departmental responsibility on board.

The header of the first column denotes the COMPETENCE concerned. Each function
comprises a number of COMPETENCES. Each competence is uniquely and
consistently numbered on this model course.

In this function the competence is Control trim, stability and stress. It is numbered
3.1, that is the first competence in Function 3. The term “competence” should be
understood as the application of knowledge, understanding, proficiency, skills,
experience for an individual to perform a task, duty or responsibility on board in a safe,
efficient and timely manner.

Shown next is the required TRAINING OUTCOME. The training outcomes are the
areas of knowledge, understanding and proficiency in which the trainee must be able to
demonstrate knowledge and understanding. Each COMPETENCE comprises a
number of training outcomes. For example, the above competence comprises three
training outcomes. The first is concerned with FUNDAMENTAL PRINCIPLES OF
SHIP CONSTRUCTION, TRIM AND STABILITY. Each training outcome is uniquely

289

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

SPECIALIZED TRAINING FOR OIL TANKERS

and consistently numbered in this model course. That concerned with fundamental
principles of ship construction, trim and stability is uniquely numbered 3.1.1. For clarity,
training outcomes are printed in black type on grey, for example TRAINING OUTCOME.

Finally, each training outcome embodies a variable number of Required performances

– as evidence of competence. The instruction, training and learning should lead to the
trainee meeting the specified Required performance. For the training outcome
concerned with the fundamental principles of ship construction, trim and stability there
are three areas of performance. These are:

3.1.1.1 Shipbuilding materials

3.1.1.2 Welding
3.1.1.3 Bulkheads

Following each numbered area of Required performance there is a list of activities that
the trainee should complete and which collectively specify the standard of competence
that the trainee must meet. These are for the guidance of teachers and instructors in
designing lessons, lectures, tests and exercises for use in the teaching process. For
example, under the topic 3.1.1.1, to meet the Required performance, the trainee should
be able to:

● state that steels are alloys of iron, with properties dependent upon the type and
amount of alloying materials used
● state that the specification of shipbuilding steels are laid down by classification
societies
● state that shipbuilding steel is tested and graded by classification society
surveyors who stamp it with approved marks

and so on.

IMO references (Rx) are listed in the column to the right-hand side. Teaching aids (Ax),
videos (Vx) and textbooks (Tx) relevant to the training outcome and Required
performances are placed immediately following the TRAINING OUTCOME title.

It is not intended that lessons are organized to follow the sequence of Required
performances listed in the Tables. The Syllabus Tables are organized to match with the
competence in the STCW Code Table A-II/2. Lessons and teaching should follow
college practices. It is not necessary, for example, for shipbuilding materials to be
studied before stability. What is necessary is that all of the material is covered and tha
teaching is effective to allow trainees to meet the standard of the Required
performance.

290

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

FUNCTION 3: CONTROLLING THE OPERATION OF THE SHIP AND CARE FOR

PERSONS ON BOARD AT THE MANAGEMENT LEVEL

COMPETENCE 3.1 Control trim, stability and stress IMO reference

3.1.1 FUNDAMENTAL PRINCIPLES OF SHIP

CONSTRUCTION, TRIM AND STABILITY

Textbooks: T11, T12, T35, T58, T69

Teaching aids: A1, A4, V5, V6, V7

Required performance:

1.1 Shipbuilding materials (3 hours) R1

● states that steels are alloys of iron, with properties dependent upon the type
and amounts of alloying materials used
● states that the specifications of shipbuilding steels are laid down by
classification societies
● states that shipbuilding steel is tested and graded by classification
surveyors, who stamp it with approved marks
● explains that mild steel, graded A – E, is used for most parts of the ship
● states why higher tensile steel may be used in areas of high stress, such as
the sheer strake
● explains that the use of higher tensile steel in place of mild steel results in
saving of weight for the same strength
● explains what is meant by:
– tensile strength
– ductility
– hardness
– toughness
● defines strain as extension divided by original length
● sketches a stress-strain curve for mild steel
● explains
– yield point
– ultimate tensile stress
– modulus of elasticity
● explains that toughness is related to the tendency to brittle fracture
● explains that stress fracture may be initiated by a small crack or notch in a
plate
● states that cold conditions increase the chances of brittle fracture
● states why mild steel is unsuitable for the very low temperatures involved in
the containment of liquefied gases
● lists examples where castings or forgings are used in ship construction
● explains the advantages of the use of aluminium alloys in the construction of
superstructures
● states that aluminium alloys are tested and graded by classification society
surveyors
● explains how strength is preserved in aluminium superstructures in the
event of fire
● describes the special precautions against corrosion that are needed where
aluminium alloy is connected to steelwork

291

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

 292
Annex A3
Example of a lesson plan for annex A2
Subject area: 3.1 Control trim, stability and stress Lesson number: 1 Duration: 3 hours
Training Area: 3.1.1 Fundamental principles of ship construction, trim and stability

Main element Teaching Textbook IMO A/V aid Instructor Lecture Time
Specific training outcome in teaching sequence, with method reference guidelines notes (minutes)
memory keys
1.1 Shipbuilding materials (3 hours)
States that steels are alloys of iron, with properties Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 10
dependent upon the type and amounts of alloying A-II/2 by the
SPECIALIZED TRAINING FOR OIL TANKERS

materials used lecturer

States that the specifications of shipbuilding steels are Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 20
laid down by classification societies A-II/2 by the
lecturer
Explains that mild steel, graded A to E, is used for most Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 15
parts of the ship A-II/2 by the
lecturer
States why higher tensile steel may be used in areas of Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 10
high stress, such as the sheer strake A-II/2 by the
lecturer
Explains that use of higher tensile steel in place of mild Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 15
steel results in a saving of weight for the same strength A-II/2 by the

Licensed to New Simulator Center of the Phils.,Inc. for 1 copy. © IMO

lecturer