ANNEX B OF CMO NO.

20, SERIES OF 2015

BACHELOR OF SCIENCE IN MARINE TRANSPORTATION
COURSE SPECIFICATIONS

Course Code : Seam 4

Course Descriptive Title : Cargo Handling and Stowage (Dangerous Goods and Inspections)

Course Credits : 3 units

Lecture Contact Hours per Week : 3 hours

Laboratory Contact Hours per Week : 1 hour

Prerequisite : Seam 2B, Seam 3

Reference/s : 1. Table A-II/1 of the 1978 STCW Code as amended

Function: Cargo handling and stowage at the operational level

2. Table A-II/2 of the 1978 STCW Code as amended

Function: Cargo handling and stowage at the management level

3. Annex A of CMO No. 20, Series of 2015 (Curriculum Mapping for BSMT)

COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX

PROFICIENCY HOURS
Monitor the Knowledge of safe handling, stowage and Dangerous, hazardous and harmful cargoes
loading, stowage, securing of cargoes, including dangerous,
securing, care hazardous and harmful cargoes, and their effect
during the voyage on the safety of life and of the ship  Explains the different types of containment
and the unloading covered by the term "packaged form"
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of cargoes  Describes the classification of dangerous goods in
the International Maritime Dangerous Goods
(IMDG) Code
 Explains the properties, characteristics and
physical state of the different substances,
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materials and articles covered by the 9 classes of
the IMDG Code
 Identifies the marking, labelling and placarding of
dangerous goods as required by the IMDG Code
and DGs in limited quantities, e.g. schedule 18
 States that the duty officer should have information
on the quantities, types of package, proper
shipping names (correct technical names),
classification, stowage and segregation of the
dangerous goods to be handled
 States that the duty officer should have information
on the special measures to be taken when a
certain dangerous cargo is handled
 States that the measures to be taken in the event
of an incident or accident should be made known
and that any necessary equipment and sufficient
crew to operate it should be available
 Explain where to look for damage and defects
most commonly encountered due to:
－ loading and unloading operation
－ corrosion
－ severe weather conditions
 Explains that the actions to be taken are laid down
in the IMO Emergency Procedures for Ships
Carrying Dangerous Goods (EmS), the IMO
Medical First Aid Guide for Use in Accidents
Involving Dangerous Goods (MFAG) and the
International Medical Guide for Ships (IMGS)
 States that any incident or accident during the
handling of dangerous goods should be reported
immediately to the person in charge of the
operation and all cargo operations to be ceased
 Explains that the IMDG Code lays down the
packing requirements
 States that any doubts about the suitability and
integrity of packages should be reported to the
master or chief mate
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 States the fire precautions which should be taken
when carrying dangerous goods
 Describes the precautions which should be taken
while loading or discharging explosives
 Explains with the aid of diagrams, the meaning of
the following stowage and segregation
requirements for the different types of ships:
－ on deck only
－ on deck or under deck
－ away from
－ separated from
－ separated by a complete compartment or hold
from
－ separated longitudinally by an intervening
complete compartment or hold

Oil tanker piping and pumping arrangements

Tanker Arrangement

 Describes, for crude carriers and product tankers,

the general arrangement of:
－ cargo tanks
－ pump-rooms
－ segregated ballast tanks
4
－ slop tanks
－ cofferdams - peak tanks - deep tanks
－ accommodation
－ ventilators leading to accommodation and
machinery spaces

Cargo Piping System

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 Describes the direct pipeline arrangement in crude
carriers
 Describes the ring-main system in a product tanker
 Describes the piping arrangements in a pump-
room
 Describes the system of individual deep-well
pumps for a product tanker
 Explains the arrangement and use of:
－ deck lines
－ drop lines
－ stripping lines
－ crossovers
－ bypasses
－ master valves
－ tank suction valves
－ sea suction valves

Cargo Pumps

 Describes the main operating features of

centrifugal pumps
 Explains why most cargo pumps are of centrifugal
type
 Describes the main operating features of the
following positive-displacement pumps:
－ reciprocating
－ screw
 States the applications for which positive-
displacement pumps are most suitable
 Describes how eductors work and gives examples
of their use
 Describes the conditions for which the pumps are
being used such as stripping
 Describes the safe handling of chemical cargoes
 Describes the safe handling of liquefied gas
cargoes
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 Describes the used of ship/shore checklist
 Describe the importance of setting the right
pumping rate during the loading and unloading
operation

Inspect and report

defects and Enhanced survey programme
damage to cargo Understanding of the purpose of the “enhanced
spaces, hatch survey programme”  Describes the guidelines on the Enhanced 1
covers and ballast Programme of Inspections during surveys of Oil
tanks Tankers

Plan and ensure General knowledge of tankers and tanker Terms and definitions
safe loading, operations
stowage, securing,
care during the
voyage and  Defines petroleum as crude oil and liquid
unloading cargoes hydrocarbon products derived from it
 States that petroleum gases, principally methane,
are extracted from crude oils before shipment
 Explains that ‘spiked crude‘ has additional
petroleum gas, usually butane, dissolved in it
before shipment
 States that ‘sour crude‘ contains appreciable
1
amounts of hydrogen sulphide or organic sulphur
compounds
 States that products derived from crude oil include
naphtha (gasolines), kerosene, gas oil, diesel oils,
lubricating oils, waxes and residual oils such as
fuel oil and bitumen
 Explains that vapour pressure of any liquid
increases with increasing temperature
 Defines Reid Vapour Pressure (RVP)
 Explains why the pressure in a tank is not
necessarily the same as the RVP of the oil it
contains, even at the standard temperature
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 States that the flashpoint of a liquid is the lowest
temperature at which it gives off sufficient gas to
form a flammable mixture in a flashpoint apparatus
 Explains why flashpoint cannot be used as an
absolute measure of safety
 States that flammable means capable of being
ignited and of burning
 Defines upper flammable limit, lower flammable
limit and flammable range and states approximate
values for petroleum products
 Defines the auto-ignition temperature as the
temperature at which a flammable material will
ignite without initiation by a spark or flame and will
continue to burn
 Describes the viscosity of a fluid as a measure of
its resistance to flow
 States that viscosity increases as the temperature
decreases
 Defines pour point as the lowest temperature at
which an oil is observed to flow
 Appreciates that crude carriers in particular have
significant residues in tanks which must be
accounted for in order to calculate the cargo
loaded
 Calculates the volume of dry residue as a uniform
layer on the tank bottom
 Calculates the volume of liquid residues as a
wedge on the tank bottom
 Knows the limitation of application of wedge
calculation
 Contents and Application of the International
Safety Guide for Oil Tankers and Terminals
(ISGOTT)

Contents and application of ISGOTT

2
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 Explains that ISGOTT provides operational advice

to directly assist personnel involved in tanker and
terminal operations, including guidance on, and
examples of, certain aspects of tanker and terminal
operations and how they may be managed
 Identifies the contents of ISGOTT
 States that terminal, local or national regulations
may also be applicable and should be known by
those concerned
 Outlines the general precautions to be taken on
tankers regarding:
－ smoking, matches and cigarette lighters
－ naked lights
－ the galley
－ electrical equipment
－ use of tools
－ entry to enclosed spaces and pump-rooms
 Lists the information which should be exchanged
between the ship and the terminal before arrival
 States that safety procedures are agreed between
the tanker and the terminal and include:
－ means of summoning emergency services
－ availability and use of fire-fighting and other
emergency equipment
－ actions to be taken in case of fire or other
emergency
－ emergency evacuation of the berth
 States that fire-fighting equipment should be ready
for immediate use
 States that main engines and other equipment
essential for manoeuvring should be ready for use
at short notice and the written agreement of the
terminal and port authority should be obtained for
any work or repairs which would immobilize the
ship
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 States that detailed loading or discharging plans
are agreed between the ship and the terminal
 Explains that safety measures against pollution
and actions to take in case of an accident are
agreed before transfer of cargo commences
 States that, before starting cargo transfer, the
responsible officer and the terminal representative
must formally agree that they are ready to do so
safely
 States that the terminal should be notified of the
intention to use crude oil washing (COW) at least
24 hours in advance
 Explains that tanks should be maintained in an
inert condition throughout all operations except
when entry to tanks for inspection or repair is
necessary
 Explains that the inert gas should have an oxygen
content not exceeding 5% by volume
 States that the oxygen content of cargo tanks
should not exceed 8% by volume
 Explains that the inert-gas plant will be used to:
－ inert empty cargo tanks
－ supply inert gas during cargo discharging,
deballasting, crude oil washing and tank
cleaning
－ purge tanks prior to gas-freeing
－ top-up the pressure when necessary during a
voyage
 Explains that, in the event of a failure of the inert
gas system, discharge of cargo or ballast or tank
cleaning should be stopped, to prevent air being
drawn into the tanks, and operations should only
be resumed when a supply of inert gas has been
restored
 Describes the hold and tank arrangements of
combination carriers
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 Describes the safety aspects relating to the
operation of double hull tankers
 Outlines the change-over from oil to dry bulk cargo
and from dry bulk cargo to oil

Oil tanker operations and related pollution- prevention

regulations

 Defines segregated ballast, clean ballast, dirty

ballast, slop tank
 Briefly describes an inert gas system (IGS) and
sketches the distribution of inert gas to tanks
 Explains the reasons for ballasting
 States that the capacity and arrangement of
segregated ballast tanks is intended to provide
sufficient weight, to provide a satisfactory trim and
to ensure full immersion of the propeller for normal
conditions of sea passages
 States that on rare occasions weather conditions
may be so severe that additional ballast is needed 3
for the safety of the ship
 States that in crude oil tankers equipped with COW
the additional ballast would be carried in tanks that
have been washed with crude oil
 States that the additional ballast must be treated
as dirty ballast
 Explains why a ship may have only clean or
segregated ballast on board upon arrival at a
loading port
 States the criteria for the discharge of oil from
cargo-tank areas of oil tankers
 Outlines the procedures for changing ballast at sea
 States that, before loading clean ballast, cargo
pumps and lines to be used are flushed with clean
water into a dirty ballast or slop tank
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 Describes how to dispose of dirty ballast
 Describes how to decant the water contents of the
slop tank
 States that a final flushing of cargo pumps and
lines to be used for discharge of clean ballast is
made to the sea through the oil monitoring and
control system
 Explains that the operation of discharging dirty
ballast, decanting the slop tanks and flushing lines
must be done when more than 50 nautical miles
from the nearest land and outside a special area
 States that only segregated or clean ballast may
be discharged within 50 nautical miles of land or
inside a special area
 Explains the reasons for tank cleaning
 Briefly describes the use of fixed and portable
machines for tank cleaning
 Describes the use of slop tanks during tank
cleaning
 States that an inert atmosphere should be
maintained in tanks during tank cleaning in ships
fitted with IGS
 Briefly describes crude oil washing and the
reasons for requiring it in crude oil tankers of
20000 dwt and above
 States that crude oil washing can only be carried
out with fixed washing machines in inerted tanks
 States that the oil residues in the slop tank
resulting from tank cleaning and disposal of dirty
ballast may be:
－ pumped ashore at the loading terminal
－ retained on board and segregated from the
next cargo
－ retained on board and the new cargo loaded
on top of them
 States that the process of tank cleaning, changing
ballast, decanting the water from slop tanks and
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loading the next cargo over the retained oil is
known as the load-on-top procedure
 States that details of cargo operations, ballasting
and deballasting, tank cleaning, discharge of water
from slop tanks and disposal of residues are
entered in the ship‘s Oil Record Book
 Defines gas-freeing as the replacement of
hydrocarbon vapours or inert gas by air
 Lists the reasons for gas-freeing
 Explains why inert gas is used to purge the tanks
of hydrocarbon vapours before introducing air on
suitably equipped ships
 States that a mechanical fixed system is used or
portable fans are used
 States that checks are made during gas-freeing
with combustible-gas indicators, oxygen meters
and toxic-gas detectors
 States that the supply of inert gas to the tank is
shut off
 Explains the need to maintain ventilation and to
check the atmosphere frequently when persons
are working in a tank
 Appreciates that the change of volume with
temperature of oils is not linear
 States that cargo calculation is carried out as if the
oil were at a standard temperature
 Understands that the volume of the oil must be
corrected from its actual temperature when
measured to the standard temperature
 States that the cargo calculation is carried out as if
the density of the oil was that at the standard
temperature
 Explains that the density of oil must be corrected
from its actual density to that at the standard
temperature
 Appreciates that different types of oils have
different coefficients of expansion and that there
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are separate Petroleum Measurement Tables for
Crude Oils, Products and Lubricating Oils
 Understands the difference between mass and
weight in air and that one or the other may
be required by different administrations

Chemical tankers

 States that modem chemical tankers have evolved

from oil product tankers to take account of special
carriage requirements and associated hazards
 Explains that dedicated service usually means that
the tanker is designed for the carriage of a
particular type of chemical and transports the
same type of cargo on each voyage
 Explains that a chemical tanker engaged in parcel
trade moves a variety of relatively small lots of
chemicals between a number of ports
 Lists the most important of the rules governing
chemical tankers as: 3
－ international rules and regulations
－ national rules and regulations
－ classification society rules
 States that the sea transport of liquid chemicals in
bulk is internationally regulated, as regards safety
and pollution aspects, through Conventions
adopted by the International Maritime Organization
(IMO)
 Explains that the Convention requirements are
supplemented by recommendations, specifications
and Codes adopted by IMO
 States that the IMO Conventions covering the
carriage of chemicals in bulk are:
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－ the International Convention for the Safety of
Life at Sea (SOLAS), 1974, as amended,
Chapter VII
－ the International Convention for the Prevention
of Pollution from Ships, 1973, as modified by
the 1978
－ Protocol (MARPOL 73)78), as amended,
Annex II
 States that the most important Codes and
standards covering the transport of liquid
chemicals are: the Bulk Chemical Codes
－ Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk
(BCH Code)
－ International Code for the Construction and
Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC) Code
－ Standards for Procedures and Arrangements
for the discharge of Noxious Liquid
Substances (P and A Standards)
 Defines a chemical tanker as a cargo ship
constructed or adapted and used for the carriage
in bulk of any liquid product listed in Chapter 17 of
the IBC Code
 Explains that products are included in the list in
Chapter 17 because of their safety hazards or
because of their pollution hazards or both
 States that safety hazards may be one or more of
the following:
－ fire hazard in excess of that of petroleum
products
－ toxicity
－ corrosivity
－ reactivity with water, air or other chemicals or
self-reaction (polymerization, decomposition)
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 States that, in addition to the survey requirements
for any ship, chemical tankers must undergo
surveys of the cargo-containment and handling
arrangements for the issue of an International
Certificate Fitness for the Carriage of Dangerous
Chemicals in Bulk
 Explains that the Bulk Chemical Codes divide
tankers into three ship types, Type 1, Type 2 and
Type 3, which reflect the hazard ratings of the
cargoes which may be carried
 States that a Type 1 ship is intended for the
transportation of products considered to present
the greatest overall hazards and Type 2 or Type 3
for products of progressively lesser hazards
 States that the division into ship types is based on
the ship‘s capability to survive specified damage
caused by collision or stranding and the location of
the cargo tanks in relation to such damage
 Illustrates, by means of sketches, the location of
tanks for each type of ship
 Explains the following descriptions of tanks:
－ independent
－ Integral
－ gravity
－ pressure
 States that all materials used for tank construction
and associated piping, valves and pumps must be
resistant to the cargo carried
 States that some ships have stainless-steel tanks
for the carriage of cargoes which cannot be
contained in mild steel
 Explains that mild-steel tanks are normally coated,
to protect cargoes from contamination by steel and
to make cleaning, gas-freeing and inspection
easier
 States that no single coating is suitable for all
cargoes and that the coating manufacturers
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compatibility data must be used when planning a
cargo
 Explains that cofferdams and other void spaces
may be included in the cargo- tank area to provide
segregation of groups of tanks
 Illustrates typical tank arrangements by means of
simple sketches
 States that the heating medium may be steam,
water or thermal oils
 Explains that the heating system may use coils
fitted inside the tank or a heat exchanger placed
outside the tank
 Describes, with the aid of a drawing, a cargo
heating system that uses a heat exchanger placed
outside the
 tank
 States that there is suitable protective clothing on
board which must be worn by all personnel
engaged in loading or discharging operations
 States that, for certain cargoes, there must be
respiratory and eye-protection equipment for every
person on board for emergency escape
 States that equipment for evaluation of
atmospheres in tanks and other enclosed spaces
is provided for:
－ detection of flammable gases
－ measurement of oxygen content
－ measurement of concentration of toxic gas
 Describes how to use an absorption tube gas
detector for measuring the concentration of a gas
 Explains what is meant by:
－ the threshold limit value (TLV) of a product
－ the odour threshold
 States that the atmosphere in tanks and enclosed
spaces must be considered dangerous unless
appropriate checks prove otherwise
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 States that information about cargoes to be
handled is essential to the safety of the vessel and
crew
 States that information for each product may be
found on cargo data sheets contained in safety
guides or provided by the manufacturer or shipper
 States that, if sufficient information necessary for
the safe handling and carriage of a cargo is not
available, the cargo must not be loaded
 States that information necessary for the safe
carriage of a cargo includes:
－ a full description of the physical and chemical
properties, including reactivity, necessary for
its safe containment
－ action to take in the event of spills or leaks
－ countermeasures against accidental personal
contact
－ fire-fighting procedures and fire-fighting media
－ procedures for cargo transfer, tank cleaning,
gas-freeing and ballasting
－ details of the stabilizer or inhibitor added to
those cargoes, which require one (on the
manufacturer‘s certificate, in the absence
of which the cargo should be refused)
－ First Aid procedures, including the use of
specific antidotes for poisons
 States that tanks are normally subject to thorough
inspection and testing for cleanliness before
loading
 Explains, with the aid of a simple drawing, how
cargo is routed from the manifold to tanks on a
chemical tanker with separate lines for each tank
 Explains, with the aid of a simple drawing, a closed
circuit‘ loading operation using a vapour-return line
 States that samples are taken from the lines and
tanks during loading for purposes of quality control
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 States that visual and audible high-level alarms
and a tank overflow control system are required for
many chemicals
 States that personnel involved in unloading should
check the information in the relevant data sheets
and take all necessary precautions, including the
wearing of appropriate protective clothing
 States that, prior to discharging, samples from
tanks and lines are analysed to check if the
product has been contaminated on board during
the passage
 Explains, with the aid of a simple drawing, how
cargo is routed from tank to the manifold on a
tanker with deepwell pumps and separate lines
from each tank
 States that, in tanks containing cargoes that
present a major fire hazard, inert gas or nitrogen is
used to maintain a small positive pressure during
unloading, to prevent air from entering the tanks

Tank cleaning and control of pollution in chemical tankers

 States that different cargoes require different tank-

cleaning procedures
 States that most tank cleaning can be done with
hot or cold seawater or fresh water, or by
ventilation alone, although a few cargoes require
special solvents 2
 States that fixed or portable tank-washing
machines are used
 Lists phases in a tank-cleaning operation as:
－ prewash
－ main wash
－ fresh water rinse
－ gas-freeing
－ drying
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－ inspection and testing
 Explains the use of slop tanks to hold cargo
residues and tank washings
 Explains, with the aid of a simple drawing, the
cycle of a tank-washing system from the seawater
inlet to the slop tank
 States that Annex II of the MARPOL 73/78
Convention contains regulations for the control of
pollution by noxious liquid cargoes carried in bulk
or tank washings from such cargoes
 States that as per the amendments of Annex II of
MARPOL, which entered into force on 1 January
2007, a revised annex a new four-category
pollution category system for noxious liquid
substances; the previous A, B, C and D category
system has become X,Y Z and OS.
 States that every chemical tanker is required to
have a Certificate of Fitness (CoF) indicating that it
is certified to carry certain products. The issuance
of a CoF will also require a revised Procedures
and Arrangements (P&A) Manual.
 States that each ship which is certified for the
carriage of noxious liquid substances in bulk must
be provided with a Procedures and Arrangements
(P and A) Manual that has been approved by the
Administration and a Cargo Record Book
 States that the master must ensure that no
discharges into the sea of cargo residues or
residue/water mixtures containing substances of
Category X, Y, Z or OS take place unless they are
made in full compliance with the P and A Manual
 States that carrying out operations in accordance
with the ship‘s P and A Manual ensures that the
pollution regulations are complied with
 States that pollution-prevention procedures during
cargo transfer, ballasting and tank cleaning should
include keeping a watch on:
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－ levels in cargo, slop or ballast tanks
－ hoses or loading arms
－ pumps, valves, gaskets, connections and
hatches
－ spill pans and scuppers
－ alarms and instrumentation
－ co-ordination of operational signals
－ water around vessel
 States that personnel on watch should be present
at all times during operations and regularly carry
out the inspections mentioned in the above
 States that entries should be made in the Cargo
Record Book, on a tank-to-tank basis, of:
－ loading
－ internal transfer of cargo
－ unloading
－ mandatory prewash in accordance with P and
A Manual
－ cleaning of cargo tanks
－ discharge into the sea of tank washings
－ ballasting of cargo tanks
－ discharge of ballast water from cargo tanks
－ accidental or other exceptional discharge control
by authorized surveyors

Gas tankers

 States that the transport by sea of liquid gases in

bulk is internationally regulated with regard to
3
safety, through standards laid down by IMO
 States that Chapter VII of the IMO International
Convention for the Safety of Life at Sea (SOLAS),
1974, as amended, makes the provisions of the
International Code for the Construction and
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Equipment of Ships Carrying Liquefied Gases in
Bulk (IGC Code) mandatory
 Sates that a liquefied gas is the liquid form of a
substance that at normal atmospheric
temperatures and pressures would be a gas
 States that liquefied gas products transported by
gas tankers are listed in Chapter 19 of the IGC
Code
 States that some of those substances are also
covered by the IBC Code divides gas cargoes into
four groups as:
－ liquefied natural gas (LNG)
－ liquefied petroleum gas (LPG)
－ liquefied ethylene gas (LEG)
－ chemical gases
 States that LNG is natural gas from which
impurities have been removed, and consists
mainly of methane
 States that LPG is the common name for
petroleum gases consisting mainly of butane and
propane
 Lists chlorine, ammonia and vinyl chloride
monomer as examples of chemical gases
 States that, in addition.to the surveys required for
all ships, gas tankers must undergo surveys of the
cargo-containment equipment and cargo-handling
arrangements for the issue of an International
Certificate of Fitness for the Carriage of Liquefied
Gases in Bulk
 States that the Certificate of Fitness lists the
cargoes which may be carried by the ship and may
also stipulate conditions for carriage
 Explains the following terms used in the IGC Code:
－ boiling point
－ cargo area
－ cargo containment system
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－ gas carrier
－ gas-dangerous space or zone
－ gas-safe space
－ hold space
－ interbarrier space
－ MAR VS
－ primary barrier
－ secondary barrier tank dome
 Explains that the IGC divides ships into four types,
IG, 2G, 2PG and 3G
 States that a Type 1G ship is intended for the
transportation of products considered to present
the greatest overall hazard and Types 2G/2PG and
3G for products of progressively lesser hazards
 States that the division into ship types is based on
the ship‘s capability to survive specified damage
caused by collision or stranding and the location of
the cargo tanks in relation to such damage
 Describes, in simple terms:
－ integral tank
－ membrane tank
－ semi-membrane tank
－ independent tank
－ internally insulated tank
 Explains, in simple terms, the division of
independent tanks into:
－ Type A, generally a self-supporting prismatic
tank
－ Type B, generally a self-supporting spherical
tank
－ Type C, generally a self-supporting cylindrical
pressure tank
 States that a cargo tank has shut off valves located
as close to the tank as possible for all liquid and
vapour connections except for safety relief valves
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
 States that regulations require remotely operated
emergency shutdown (ESD) valves in the cargo
piping system
 States that the operation of the ESD system also
stops pumps and compressors
 States that all cargo tanks must be provided with a
pressure-relief system
 States that all equipment and piping which can be
isolated when full of liquid must be provided with a
pressure-relief system
 States that cargo pumps are usually centrifugal,
either deepwell pumps or submerged electric
pumps, in the tanks with deck-mounted booster
pumps, if required
 Describes the uses of cargo heaters and
vaporizers
 Explains the effect of transfer of heat to the cargo
on cargo temperature and tank pressure
 States that, except for fully pressurized vessels,
means for controlling the pressure must be
provided
 States that pressure in cargo tanks may be
controlled by:
－ insulation of tanks, to reduce heat transfer
－ leading cargo boil-off to the ship‘s boilers or
main engine as fuel (ONLY with LNG)
－ leading cargo boil-off to the ship‘s
reliquefaction plant, where vapour is liquefied
and returned to the tank
－ cooling the liquid in a heat exchanger (indirect
system)
 Describes the single-stage direct liquefaction cycle
 States that the indirect system is only used for
those products which cannot be compressed for
safety reasons
 States that inert gas is used to inert hold spaces
and inter barrier spaces and to purge tanks
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
 States that most gas tankers are fined with an
inert-gas generator
 States that the liquid level in cargo tanks is
commonly measured by means of float gauges
 States that each cargo tank is fitted with a high-
level alarm and automatic shutoff valves to prevent
overflow
 States that each cargo tank is fitted with means for
indicating the temperature and pressure
 Explains how cargo leakage through the primary
barrier can be detected
 States that gas tankers have a fixed gas-detection
system that gives audible and visual alarms of the
accumulation of gas in enclosed spaces such as
cargo pump-rooms, compressor rooms, hold
spaces and inter-barrier spaces
 Describes briefly the arrangements for fire fighting
on deck in the cargo area describes the water-
spray system for ships carrying flammable or toxic
products

Cargo operations in gas tankers

 States that information for each product may be

found on cargo data sheets contained in safety
guides or obtained from the shipper
 States that information needed before loading
includes:
－ a full description of the physical and chemical 2
properties that are necessary for the safe
containment of the cargo
－ action to be taken in the event of spills or
leaks
－ counter-measures against accidental personal
contact
－ fire-fighting procedures and fire-fighting media
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
－ procedures for cargo transfer, gas-freeing,
ballasting, tank cleaning and changing
cargoes
－ special equipment for particular cargoes
－ minimum temperatures of the inner hull steel
－ emergency procedures
 States that products that react when mixed should
only be loaded if the complete cargo systems are
separated
 States that personnel should be made aware of the
hazards and be required to use the appropriate
protective equipment provided
 States that the master should ensure proper liaison
between the ship and the terminal before and
throughout cargo-transfer operations
 Describes briefly the following cargo operations:
－ drying
－ inerting
－ purging
－ cooling down
－ loading
－ cargo conditioning on passage
－ discharging
－ changing cargoes
－ gas-freeing
－ preparing for tank inspection
 States that all operations involving cargo, ballast
and bunkers should be carried out in accordance
with the applicable international and local pollution
regulations
 States that some gas cargoes are subject to the
regulations of Annex II of MARPOL 73/78
 Explains that a gas tanker requires an International
Pollution Prevention Certificate for the Carriage of
Noxious Liquid Substances in Bulk (NLS
Certificate) to carry such products
 COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
 States that such cargoes must be handled in
accordance with the Procedures and
Arrangements Manual
 Understands that the mass of vapour present in
the ullage space is included in the calculation of
liquefied gasses
 Calculates the vapour mass

Carriage of International regulations, standards, codes and International regulations, standards, codes and
dangerous goods recommendations on the carriage of dangerous recommendations on the carriage of dangerous cargoes,
cargoes, including the International Maritime including the International Maritime Dangerous Goods
Dangerous Goods (IMDG) Code and the (IMDG) Code and the International Maritime Solid Bulk
International Maritime Solid Bulk Cargoes Cargoes (IMSBC) Code
(IMSBC) Code

 Understands and applies the content the of

International Regulations Standards, Codes and 3
Recommendations on the carriage of dangerous
cargoes, including the International Maritime
Dangerous Goods (IMDG) Code, the International
Maritime Solid Bulk Cargoes (IMSBC) Code

Carriage of dangerous, hazardous and harmful Dangerous goods in packages

cargoes; precautions during loading and
unloading and care during the voyage
 States that the IMDG Code is an evolving
document and is updated every two years to take
account of: 10
－ new dangerous goods which have to be
included
－ new technology and methods of working with
or handling dangerous goods
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
－ safety concerns which arise as a result of
experience
 Lists the explosives which may be carried on a
passenger ship
 Describes the contents of the shipper‘s declaration
of dangerous goods
 Identifies the marking and labelling required on
packages or cargo units
 States why additional labelling may be necessary
to meet the requirements for through transport
 Verifies that the documentation provided to the
ship and the packaging and labelling of packaged
dangerous cargo complies with the requirements
of the IMDG Code
 Explains the actions to take when documentation,
packaging, labelling or the condition of packages
does not meet the requirements of the IMDG Code
 Plans the stowage and segregation of a cargo
containing dangerous goods when provided with
the loading list, the copies of the shipper‘s
declarations and the IMDG code to plan a stow
and segregation and prepares the dangerous
goods manifest and stowage plan for a cargo
containing multiple dangerous goods
 Extracts the relevant references to EmS and
MFAG
 Identifies the appropriate action to take in
emergency and medical first aid situations
involving dangerous goods
 Describes the requirements of SOLAS chapter VII
on the carriage of dangerous goods
 Explains that the IMDG Code should be followed to
ensure compliance with the requirements of
SOLAS for the carriage of dangerous goods in
packaged form
 Explains that the Code ensures safety mainly by
stipulating the packaging required and the
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
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segregation from other cargoes with which there
could be an adverse reaction
 States that the Code comprises 7 parts, which is
presented in two books; Volume 1 and Volume 2
 States that it is necessary to use both books to
obtain the required information when shipping
dangerous goods by sea
 States that the Code also contains a supplement
 Lists the contents of Volume 1 (Parts 1-2 & 4-7 of
the Code) which comprises:
－ part 1, general provisions, definitions and
training
－ part 2, classifications
－ part 4, packing and tank provisions
－ part 5, consignment procedures
－ part 6, construction and testing of packagings,
intermediate bulk containers (IBCs), large
packagings, portable tanks, multi-element gas
containers (MEGCS) and road tank vehicles
－ part 7, requirements concerning transport
operations
 Lists the contents of Volume 2 (Part 3 and the
Appendices of the Code) which comprises:
－ part 3 dangerous goods list (DGL) and limited
quantities exceptions
－ appendix a list of generic and n.o.s. (not
otherwise specified) proper shipping names
－ appendix b glossary of terms
－ alphabetical index
 States that the dangerous goods list (DGL) is the
central core of the IMDG Code and presents
information on transport requirements in a coded
form
 States that the supplement contains the following
texts related to the Code:
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
－ emergency response procedures for ships
carrying dangerous goods
－ medical first aid guide
－ reporting procedures
－ IMO/ILO/ECE guidelines for packing cargo
transport units
－ safe use of pesticides in ships
－ international code for the carriage of packaged
irradiated nuclear fuel, plutonium and high-
level radioactive wastes on board ships
 States that the purpose of the IMDG Code‘s
classification system is:
－ to distinguish between goods which are
considered to be dangerous for transport and
those which are not
－ to identify the dangers which are presented by
dangerous goods in transport
－ to ensure that the correct measure are taken
to enable these goods to be transported safely
without risk to persons or property (both within
the port and on the ship)
 States that dangerous goods are classified into 9
classes according to properties
 States that the way in which different classes of
dangerous goods are handled in transport will
depend upon these properties and hazards, for
example:
－ the type of packaging that can be used
－ what classes of dangerous goods can be
transported together in freight containers
－ where the goods can be stored within the port
and on the ship
 Lists the 9 classes of dangerous goods in the
IMDG code, which are:
－ class 1 explosives
－ class 2 gases
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
－ class 3 flammable liquids
－ class 4 flammable solids
－ class 5 oxidizing substances and organic
peroxides
－ class 6 toxic and infectious substances
－ class 7 radioactive material
－ class 8 corrosive substances
－ class 9 miscellaneous dangerous substances
and articles
 States that the 9 hazard classes have been
established internationally by a United Nations
(UN) committee to ensure that all modes of
transport (road, rail, air and sea) classify
dangerous goods in the same way
 States that by testing the dangerous goods
according to UN test procedures, a shipper is
able to classify dangerous goods according to the
9 hazard classes
 Explains that the hazard presented by each class
is identified by an internationally accepted hazard
warning label (diamond)
 States that this hazard warning label appears on
the outer packaging of the dangerous goods when
they are being transported as a warning to all
those working within the transport chain or coming
into contact with them
 States that these hazard warning labels are
pictured inside the front cover of Volume 1 of the
IMDG Code
 States that the dangerous goods, within each of
the 9 hazard classes, are uniquely identified by two
pieces of information:
－ a four-digit number known as the UN number
which is preceded by the letters UN
－ the corresponding proper shipping name
(PSN)
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
－ for example, kerosene is identified in the
IMDG Code by its UN number UN 1223 and
the PSN Kerosene
 States that together the UN Number and PSN
uniquely identifies dangerous goods to:
－ enable rapid and precise identification during
transport
－ ensure the correct handling, stowage,
segregation etc,
－ in the event of an emergency, ensure that the
correct procedures are followed
 Explains that the purpose of using a four-digit
number to identify dangerous goods is to
enhance safety by:
－ overcoming language barriers- the four-digit
number is easily understood in all languages
－ avoiding confusing similar names- e.g.
TITANIUM POWDER, WETTED UN 1352
which is a flammable solid in class 4.1 and
has very different transport requirements to
TITANIUM POWDER, DRY UN 2546 which is
spontaneously combustible in class 4.2
 States the PSN must be used for transport
purposes on documentation/labelling etc
 States that no alternatives or variations are
permitted unless specifically stated
 States that the PSN is that part of the name which
appears in the Dangerous Goods List or the
Alphabetical Index in capital letters only
 States that any text in lower case is only
descriptive and is not part of the PSN
 States that the Dangerous goods list (DGL) is
presented across 2 pages of the IMDG Code and
is divided into 18 columns for each individual
dangerous good listed
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
 States that much of the information contained in
the DGL is coded to make it easier to present in a
table
 States that the DGL is arranged in UN Number
order; column 1 and column 18 contains the UN
Number
 States that to look up an entry only the UN Number
is required
 States that dangerous goods can also be searched
using the PSN
 Explains that if the UN Number is not given but the
dangerous good has the PSN, its associated UN
Number can be located by looking at the
alphabetical index at the back of Volume 2 of the
IMDG code
 Explains that the IMDG Code contains clearly
defined recommendations for the training of all
staff who handle or process dangerous goods
shipments for transportation by sea. The full
training requirements can be found in the IMDG
Code Volume 1, Chapter 1.3
 States that a packing certificate is also required,
certifying that a container or vehicle has been
properly packed and secured, if loaded with
dangerous goods
 Describes the information given for individual
substances
 States that an index of dangerous goods is
included in Volume I of the IMDG Code
 Explains how to obtain the references to the
relevant Emergency Schedule (EmS) and the entry
in the Medical First Aid Guide for Use in Accidents
Involving Dangerous Goods (MFAG)
 Describes the information given for individual
substances
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
 States the requirement for a dangerous goods
manifest or stowage plan and describes how they
should be prepared
 Lists, by headings, the information given in an
emergency schedule
 Defines dangerous substances‘, port authority‘,
regulatory authority‘, designated port office‘ and
responsible person‘ as used in the
Recommendations on the Safe Transport,
Handling and Storage of Dangerous Substances in
Port Areas
 Explains that a port authority may be empowered
to refuse dangerous substances if it is considered
that their presence would endanger life or property
because of:
－ their condition
－ the condition of their containment
－ the condition of their mode of conveyance
－ conditions in the port area
 States that, if any dangerous substance constitutes
an unacceptable hazard, the port authority should
be able to order the removal of such substance or
any ship, package, container, portable tank or
vehicle containing it
 States that a port authority will normally require
notification at least 24 hours in advance of the
transport or handling of dangerous substances,
including those which are not for discharge at that
port
 Describes the inspections which may be made by
a port authority
 States that the designated port officer should be
empowered to:
－ direct when and where a ship having any
dangerous substances on board may anchor,
moor or berth
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
－ direct a ship to be moved within or to leave the
port area
－ attach conditions appropriate to local
circumstances and the quantity and nature of
the dangerous substances
 States that the regulatory authority may require
signals to be shown while transporting or handling
dangerous substance
 Describes the signals as:
－ by day, flag ‗B‘ of the International Code of
Signals
－ by night, an all-round fixed red light
 Explains how effective communications with the
port authority can be maintained
 Describes the requirements regarding mooring a
ship carrying dangerous substances
 States that at all times there should be sufficient
crew on board to maintain a proper watch and
operate appliances in the case of an emergency,
taking into account the nature and quantity of
dangerous substances on board
 States that a responsible person should be
designated to supervise the handling of dangerous
goods
 Lists the measures which should be taken by the
responsible person in connection with:
－ the weather
－ lighting
－ protective clothing and equipment
－ intoxicated persons
－ fire and other emergency procedures
－ reporting of incidents and safety precautions
 Explains that the port authority should be informed
of the intention to carry out repair work when
dangerous substances are on board
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
 Explains the handling precautions which should be
observed regarding:
－ avoidance of damage to packages
－ access to handling areas
－ lifting goods over dangerous goods stowed on
deck
－ escape of a dangerous substance from a
package entry into enclosed spaces
 Describes the special precautions for loading or
unloading explosives

Solid bulk cargoes

 Outlines the contents of the International Maritime

Solid Bulk Cargoes (IMSBC Code)
 States that the main hazards associated with the
shipment of bulk solids are:
－ structural damage due to improper distribution
of the cargo
－ loss or reduction of stability during a voyage
－ chemical reactions
 Lists the information which should be supplied by 9
the shipper to the master before loading
 States that a certificate stating the relevant
characteristics of the material should be provided
to the master at the loading point
 Explains that certificates stating transportable
moisture limits should be accompanied by a
statement that the moisture content is the average
moisture content at the time of presenting the
certificate
 Explains how to distribute a high-density cargo
between holds when detailed information is not
available
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
 States that the loading instrument, loading
information and the ship‘s stability information
book and calculator should be used to check the
suitability of a proposed stow for stresses and
stability
 Describes how to prevent shifting of bulk cargo by
reducing an excessively high GM
 Describes precautions to take before, during and
after loading of bulk cargo
 Describes the precautions to take to minimise the
effect of dust on deck machinery, navigational aids
and living quarters
 Describes the health hazards which may be
associated with bulk materials
 States that safety precautions and any appropriate
national regulations should be complied with
during the handling and carriage of bulk materials
 Sates that a copy of the Medical First Aid Guide for
Use in Accidents Involving Dangerous Goods
should be on board
 Describes how to trim cargoes having an angle of
repose:
－ less than or equal to 35 degrees
－ greater than 35 degrees
 Describes how to stow material which flows freely
like grain
 Explains the IMSBC code method for determining
the approximate angle of repose on board ship
 Describes the types of cargo which may liquefy
during carriage
 States that cargoes which may liquefy should not
be carried with a moisture content above that of
the transportable moisture limit
 Explains that such cargoes may look relatively dry
when loaded but liquefy as a result of compaction
and vibration during the passage
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
 States that such cargoes should be trimmed
reasonably level, regardless of the angle of repose
stated
 Explains the precautions to be taken to keep
liquids out of holds where such cargoes are carried
and the danger of using water to cool a shipment
of these materials
 States that specially fined or constructed cargo
ships may carry materials with a moisture content
above the transportable moisture limit if approved
by their Administrations
 Describes the test for approximately determining
the possibility of flow which may be carried out on
board ship
 States that some materials transported in bulk
present hazards because of their chemical
properties
 Explains that some materials are classified as
dangerous goods in the IMDG code while others
are Materials Hazardous only in Bulk‘ (MHB)
 States that the IMSBC Code categorizes cargoes
into three groups - A, B and C:
－ Group A consist of the cargoes which may
liquefy if shipped with moisture content in
excess of their transportable moisture limit.
－ Group B consists of cargoes which possess a
chemical hazard which could give rise to a
dangerous situation on a ship.
－ Group C consists of cargoes which are not
liable to liquefy (Group A) and do not possess
chemical hazards (Group B)
 Explains the content and use of the following: that
in the added supplement of the IMSBC code, the
IMO documents contained are:
－ The BLU code
－ The BLU manual
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
－ MSC/Circ. 908 - Uniform Method of
Measurement of the Density of Bulk Cargoes
－ MSC/Circ. 1146 - Lists of Solid Bulk Cargoes
for which a Fixed Gas Fire-extinguishing
System may be exempted or for which a Fixed
Gas Fire-extinguishing System is Ineffective
－ Res. A.1050(27) - Recommendations for
Entering Enclosed Spaces Aboard Ships
－ MSC.1/Circ.1264 - Recommendations on the
Safe Use of Pesticides in Ships Applicable to
the Fumigation of Cargo Holds
－ BC.1/Circ.66 - Contact Names and Addresses
of the Offices of Designated National
Competent Authorities Responsible for the
Safe Carriage of Grain and Solid Bulk
Cargoes
 Explains the list of materials possessing chemical
hazards is not exhaustive, that the properties listed
are for guidance only and that it is essential to
obtain currently valid information about bulk
materials before loading
 Explains the use of the tables for segregation
between incompatible bulk materials and between
bulk materials and dangerous goods in packaged
form
 States that the IMDG code should also be
consulted for additional requirements regarding the
stowage and segregation of packaged dangerous
goods
 States that particular care should be taken with the
segregation of toxic substances and foodstuffs
Uses the IMSBC code to extract all necessary
information for the safe carriage in bulk of a stated
cargo, describes how it should be loaded and lists
any special precautions or requirements to be
observed during loading, carriage and discharge
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
The International Code for the Safe Carriage of Grain
in Bulk (International Grain Code)

 States that the international Grain code apply to all

ships to which the SOLAS regulations apply and to
cargo ships of less than 500 gross tons
 Explains that the International Code for the Safe
Carriage of Grain in Bulk (International Grain
Code) are based on the recognition that grain like
cargoes have a propensity to shift and that even
fully loaded cargo spaces may contain voids that
allow dangerous cargo shifts
 Defines the following terms as used in chapter VI
of SOLAS:
－ grain
－ filled compartment
－ partly filled compartment 7
－ angle of flooding
 Explains that the Code requires demonstration, by
calculation, that at all times during a voyage the
ship will have sufficient intact stability to provide
adequate dynamic stability after taking into
account an assumed shift of cargo
 States the Code requirements for minimum
stability in terms of initial meta centric height, angle
of heel due to assumed grain shift and residual
dynamic stability
 Explains that vessels with appropriate design
features may be able to meet the required
minimum stability criteria after the assumed
movement of cargo without taking further physical
precautions to reduce the shift of cargo
 Explains the stability and grain loading information
that is required to be provided for such vessels if
they are to receive a Document of Authorisation
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
 Explains the method of verifying that the loading of
a vessel supplied with a Document of Authorisation
meets stability requirements using volumetric
heeling moments, cargo details and maximum
deadweight heeling moments
 Explains that the grain loading stability booklet and
associated plans contain all of the information
necessary to check that a proposed loading plan
complies with the stability requirements of the
Regulations at all stages of the voyage
 States that in some countries a certificate of
loading, certifying that the cargo has been loaded
in compliance with the Regulations, is required
before sailing
 Explains the importance of trimming to fill all of the
spaces under decks and hatch covers to the
maximum extent possible
 States that the ability to comply with the stability
criteria should be demonstrated before loading
 States that the master should ensure that the ship
is upright before proceeding to sea
 Explains the use of physical precautions to reduce
cargo movement
 Describes the use and fitting of longitudinal
divisions in both filled and partly filled
compartments
 Demonstrates the use of Part C of the Code to
determine the scantlings for uprights and shifting
boards
 Describes the construction of a saucer as an
alternative to a longitudinal division in a hatchway
 Describes the use of bagged grain or other
suitable cargo stowed in the wings and ends of a
compartment to reduce the heeling effects of a
grain shift
 Describes methods of securing the free grain
surface in partly filled compartments
COMPETENCE KNOWLEDGE, UNDERSTANDING AND TOPICS APPROX
PROFICIENCY HOURS
 States that the hatch covers of filled compartments
which have no cargo stowed over them should be
secured as laid down in the document of
authorization
 Explains the conditions which must be met before
a ship without a document of authorization may
load grain
Given a ship‘s data and details of consumption of fuel and
of fresh water for an intended voyage, prepares a stowage
plan for a cargo of bulk grain and performs the calculations
to check that the proposed stowage complies, at all stages
of the voyage, with the stability criteria set out in chapter VI
of SOLAS 1974
TOTAL 58