MODEL COURSE

SPECIALISED TRAINING PROGRAMME

ON LIQUEFIED NATURAL GAS TANKER &
OPERATIONS
(STPLNGTO)

By
Capt. T.K. Panda
Extra Master
Nautical Officer
MASSA Maritime Academy, Belapur
 Contents

Introduction

Part A : Course Framework

Part B : Course outline & Timetable

Part C : Detailed Teaching Syllabus

Part D : Instructor Manual

Diagrams used by the Instructor
Purpose of the Model Courses

The purpose of the IMO model courses is to assist maritime training institutes and their teaching
staff in organizing and introducing new training courses, or in enhancing, updating or
supplementing existing training material where the quality and effectiveness of the training
courses may thereby be improved.

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

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

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

Use of the Model course

To use the model course the instructor should review the course plan and detailed syllabus, taking
into account the information provided under the entry standards specified in the course
framework. The actual level of knowledge and skills and the prior technical education of the
trainees should be kept in mind during this review, and any areas within the detailed syllabus
which may cause difficulties because of differences between the actual trainee entry level and
that assumed by the course designer should be identified. To compensate for such differences, the
instructor is expected to delete from the course, or reduce the emphasis on, items dealing with
knowledge or skills already attained by the trainees. He should also identify any academic
knowledge, skills or technical training which they may not have acquired.

By analysing the detailed syllabus and the academic knowledge required to allow training in the
technical area to proceed, the instructor can design an appropriate pre-entry course or,
alternatively, insert the elements of academic knowledge required to support the technical
training elements concerned at appropriate points within the technical course. Adjustment of the
course objective, scope and content may also be necessary if in your maritime industry the
trainees completing the course are to undertake duties which differ from the course objectives
specified in the model course.

Within the course plan the course designers have indicated their assessment of the time, which
should be allotted to each area of learning. However, it must be appreciated that these allocations
are arbitrary and assume that the trainees have fully met all entry requirements of

the course. The instructor should therefore review these assessments and may need to reallocate
the time required to achieve each specific learning objective or training outcome
Lesson plans
Having adjusted the course content to suit the trainee intake and any revision of the course
objectives, the instructor should draw up lesson plans based on the detailed syllabus The detailed
syllabus contains specific references to the textbooks or teaching material proposed to be used in
the course. Where no adjustment has been found necessary in the learning objectives of the
detailed syllabus, the lesson plans may simply consist of the detailed syllabus with keywords or
other reminders added to assist the instructor in making his presentation of the material.

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

Implementation
For the course to run smoothly and to be effective, considerable attention must be paid to the
availability and use of:

Properly qualified instructors,

Support staff,
Rooms and other spaces,
Equipment,
Textbooks, technical papers, and
Other reference material.

Thorough preparation is the key to successful implementation of the course. IMO has produced a
booklet entitled "Guidance on the implementation of IMO model courses", deals with this aspect
in greater detail.

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 is a given
and the user is referred to the other model course.

A separate IMO Model Course addresses Examination and Assessment of Competence. This
course explains the use of various methods for demonstrating competence and criteria for
evaluating competence as tabulated in the STCW Code and may be helpful in developing any
necessary assessments.

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

Validation
The information contained in this document has been validated by the Sub-Committee on
Standards of Training and Watchkeeping for use by technical advisers, consultants and experts
for the training and certification of seafarers so that the minimum standards implemented may be
as uniform as possible. Validation in the context of this document means that no grounds have
been found to object to its content. The 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.
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 gas tanker
safety, fire safety measures and systems, pollution prevention, operational practice and
obligations under applicable laws 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 in 1995.

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

Objective
Provided they hold an appropriate certificate and are otherwise qualified in accordance with
regulation V/1-2.2 of the International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers 1978, as amended 1995, those successfully completing the course
should be able to take immediate responsibility for loading, discharging and care in transit or
handling of cargo on liquefied gas tankers.

Entry standards
This course is open to seafarers who have completed a shore-based fire-fighting training course 1
approved by the Administration, and who have relevant experience appropriate to their duties on
liquefied gas tankers, as stipulated in STCW regulation V/1, para 2.1, and subparagraphs1.1 or
1.2. See chart on page 10.

Course certificate
The specialized liquefied gas 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 is 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 should not exceed 20, and practical training should be undertaken in
small groups of not more than four.

Staff requirements
The instructor shall have appropriate training in instructional techniques and training
methods(STCW Code A-I/6, para 7). It is recommended that all training and instruction is given
by qualified personnel experienced in the handling and characteristics of gas cargoes and the
safety procedures involved. Staff may be recruited among deck and engineer officers of gas
tankers, fleet superintendents and personnel in freight departments, cargo survey bureaux or
laboratories, as appropriate.
Training facilities and equipment
Ordinary classroom facilities and an overhead projector are sufficient for most of the Course.
However, dedicated 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. In such cases sufficient PCs for use by one or two trainees will be required. In
addition, a video cassette player will be required if using videos in the teaching program.

The following equipment should be available:

1. Resuscitator
2. Breathing apparatus
3. Portable oxygen meter
4. Portable combustible-gas detector
5. Portable interferometer
6. Portable toxic -gas detector
7. Chemical absorp ion tubes for toxic -gas detector (for benzene, carbon monoxide,
hydrogen sulphide)
8. Tank evacuation equipment. ,

Use of Simulators
The revised STCW Convention sets standards regarding the performance and use of simulators
for mandatory training, assessment or demonstration of competence. The general performance
standards for simulators used in training and for simulators used in assessment of competence are
given in Section A-l/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
liquefied gas tanker training program. 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 simulator-based training, instructors should ensure that the aims and objective of these
sessions are defined within the overall training program and that tasks are selected so as to relate
as closely as possible to shipboard tasks and practices. Instructors should refer to reference R2,
Section A-I/12, Part 2.

TEACHING AIDS (A)

A 1 Instructor Manual (Part D of the course)
A2 Overhead projector and diagrams in Appendix 1 to Instructor Manual
A3 Videos
1. An Introduction to Liquefied Gas Carriers (Catalogue Code No.103)
2. Cargo Fire fighting on Liquefied Gas Carriers (Catalogue Code No.254)
3. Permit to Work (Catalogue Code No. 621)-
4. Who Needs It? Personal Protective Equipment (Catalogue Code No.597)
5. The Chemistry of Liquefied Gas (Catalogue Code No.641)
6. The Physics of Liquefied Gas (Catalogue Code No.642)/
7. The International Safety Management Code (Catalogue Code No.524)
8. Portable Gas Detectors -A Breath of Fresh Air (Catalogue Code No.650)
Available from: Videotel Marine International Ltd
84 Newman Street
London W1 P 3LD, UK
Tel: +44 171 299 1800 Fax: +44 171 299 1818
e-mail: mail@videotelmail.com
URL: www.videotel.co.uk
A4 CBT modules:
Inert Gas Generator
Flue Gas Generator
Available from: Seagull A.S.
Gamleveien 36, PO Box 1062
N-3194 Horten, Norway
Tel: +4733047930 Fax:+47 33046279
e-mail: seagull@sgull.com
URL: www.sgull.com
BIBLIOGRAPHY (B)
B1 SIGTTO, Liquefied Gas Handling Principles on Ships and in Terminals. 2nd ed. (London,
Witherby Marine Publishing, 1996) (ISBN 1 85609-0876)

B2 .International Chamber of Shipping, Tanker Safety Guide (Liquefied Gas). 2nd

ed.(London, Witherby Marine Publishing, 1996) (ISBN 0-906270-03-0)

B3 R. F fooks, Gas Carriers. 1st ed. (London, Fairplay Publications Ltd., 1984) (ISBN 0-
805045-52-1) [Out of Print 1999]

B4 T.W.V. Woolcott, Liquefied Petroleum Gas Tanker Practice. 2nd ed. (Glasgow, Brown,
Son & Ferguson Ltd., 1987) (ISBN 0-85174-510-5)

B5 R.G. Wooler, Marine Transportation of LNG and Related Products. (Cambridge, MD,
Cornell Maritime Press Inc., 1975) (ISBN 0-87033-193-0)

B6 Drager- Tube Handbook. 11 th ed. (Drager Sicherheitstechnik GmbH, Revalstrasse

1, D-23560 Lubeck, Germany 1998) (ISBN 3-926762-06-3)

B7 ICS/OCIMF SIGTTO, Ship to Ship Transfer Guide (Liquefied Gases). 2nd. ed. (London,
Witherby & Co. Ltd., 1995) (ISBN 1-856090825)

B8 ICS, Guide to Helicopter/Ship Operations. 3rd ed. (London, Witherby & Co. Ltd., 1989)
(ISBN 0-949691-44-1)

B9 SIGTTO/Guidelines on the Maintenance of Pressure Relief Valves on board Gas Carriers.

(London, Witherby & Co. Ltd., 1994) (ISBN 1-85609-099 X)

B10 Bureau Veritas Gas Carrier Safety Handbook. (London, LLP Limited, 1997) (ISBN 1-
85978-109-8)

B11 SIGTTO/IACS Applications of Amendments to Gas Carrier Codes Concerning Type

"C" Cargo Tank Loading Limits. (London, Witherby & Co Ltd., 1997) (ISBN 1-85609-125-
2) Second hand copies of out of print books may be available from the Warsash Nautical
Bookshop, 6 Dibles Road, Warsash, Southampton S031 9HZ, UK. Tel: +44 1489 E Fax:
+441489885756 E-mail: orders@nauticalbooks.co.uk
URL: www.nauticalbooks.co.uk

IMO References (R)

R1 International Convention for the Safety of Life at Sea, 1974 (SOLAS Consolidated
Edition 1997 (IMO-110)

R2 International Convention on Standards of Training, Certification and Watch keeping for

Seafarers, 1978/1995 (IMO-938)

R3 Code for Existing Ships Carrying Liquefied Gases in Bulk, as amended (IMO-788) its
Supplement 1980 (IMO-791)

R4 Code for the construction and Equipment of Ships Carrying Liquefied Gases in bulk as
amended (IMO-782)
R5 International Code for the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk (IGC Code), as amended (IMO-104)

R6 Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFGA)
amended (IMO-251)

R7 MARPOL 73/78 Consolidated Edition, 1997 (IMO-520)

R8 MARPOL 73/78 Consolidated Edition, in which Regulations for the Control of Pollution
by Noxious Liquid Substances in Bulk -Annex II (IMO-520)

R9 Code for the Equipment and Construction of Ships Carrying Dangerous Chemicals in
Bulk (BCH Code) (IMO-772)

R10 International Code for the Equipment and Construction of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code) (IMO-100)

R11 International Safety Management Code (ISM Code) (IMO-186)

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 Liquid Cargo Handling Principles by Mcguire &White (SIGTTO)

T2 Liquefied gas tanker practice by Capt T W Woolcott

T3 Tanker Safety Guide –(Liquefied Gas) (I C S)

T4 Liquefied Gases Marine Transpiration & Storage by Alain Vaudolon

Part B : Course outline & Timetable
COURSE OUTLINE

S No Subject Area Lecture

Hours
1 Introduction 3.0
1.1 Introduction – The Course 0.5
1.2 Development of Liquefied Natural Gas Shipping 0.5
1.3 Production of Liquefied Natural Gas 1.0
1.4 Sea transport of Liquefied Natural Gas 0.5
1.5 Terminology 0.5
2 Chemistry and Physics 5.0
(STCW Code, Section A-V/1 para 26)
2.1 Properties and characteristics of liquefied gases and their 1.0
vapours
2.2 Basic Thermodynamic theory 1.0
2.3 Properties of single liquid 1.0
2.4 Nature and Properties of solution 1.0
2.5 Control of boil off 1.0
3 Hazards 3.0
(STCW Code, Section A-V/1 para 27,32)
3.1 Health Hazards 1.0
3.2 First Aid treatment 1.0
3.3 Reactivity , Flammability and Explosion Hazards 0.5
3.4 Repairs and hot work 0.5
4 Rules and Regulations 1.5
(STCW Code, Section A-V/1 para 23)
4.1 International and national Codes and Regulations 0.5
4.2 Gas Carrier Codes 0.5
4.3 Certification and Surveys 0.5
5 Ship Design and Cargo Contamination 5.0
(STCW Code, Section A-V/1 para 24,28)
5.1 Construction and equipment requirements 0.5
5.2 Ship Arrangements and Principal of Design 1.5
5.3 Cargo containment 1.5
5.4 Ship types and survival capability 1.5
6 Equipments and Support systems 9.0
6.1 Water Curtain and Deck Spray 1.0
6.2 Low Duty and High duty compressors 1.0
6.3 Low Duty and High duty Gas Heaters 1.0
6.4 Integrated Automation System (IAS) 1.0
6.5 High Voltage System 1.0
6.6 Cargo Pumps and Spray Pump 1.0
6.7 Compressor lubricating oil system 1.0
6.8 Fixed and Portable Gas Detection Equipment 1.0
6.9 Emergency Shut Down System (ESDS) 0.5
6.10 Level Gauging system 0.5
 Subject Area Lecture
S No Hours
7 Cargo Handling Systems 12.0
(STCW Code, Section A-V/1 para 30)
7.1 Tanks, piping and valves 1.0
7.2 Cargo ventilation system 1.0
7.3 Cargo Pumps and the unloading system, Spray pumps 2.0
7.4 Low duty and high duty compressors, Low duty and high 2.0
duty Heaters
7.5 Reliquefaction plants, Re-gasification plants 2.0
7.6 LNG vaporisers and Forcing vaporisers 1.0
7.7 Inert Gas Generator and Nitrogen Generator, Nitrogen 1.0
pressurisation and purge
7.8 Instrumentation and auxiliary systems 1.0
7.9 Custody transfer system (CTS),Cofferdam Heating System 1.0
8 Safety 4.0
(STCW Code, Section A-V/1 para 25,29,32)
8.1 Tank atmosphere evaluation 1.0
8.2 Fire prevention and equipment 1.0
8.3 Pollution 1.0
8.4 Protective and safety equipment 1.0
9 Cargo Handling Operations 10.0
(STCW Code,Section A-V/1 para 30,34)
9.1 General Cargo Handling, Ship/Shore preparation and 1.0
Manifold Connection
9.2 Procedures for preparation for loading and loading 2.0
9.3 Cargo measurement and calculation 1.0
9.4 Loaded and ballast passage 1.0
9.5 Procedures for preparation for unloading and unloading, 1.0
9.6 emergency discharge
Hold Space and Cargo Tank Drying, Nitrogen 1.0
9.7 Purging ,Inerting of Cargo System 1.0
Inerting, Cool down of cargo systems, Warming up cargo
9.8 tanks, Procedures for dry-docking 2.0
LCHS(LNG)operations
10 Ship/Shore Interface 1.5
(STCW Code,Section A-V/1 para 30,33,34)
S No Subject Area Lecture Hours
11 Emergency Operation 5.0
(STCW Code,Section A-V/1 para 31)
11.1 Organisational structure 0.5
11.2 Alarms 0.5
11.3 Emergency procedures (Cargo Pump Failure ,Leak from 4.0
Cargo Tank ,Loss of primary Barrier, Ballast Tank Leakage
into Containment Space, Nitrogen Supply Failure ,Jettison of
Cargo, Overfilling of a Cargo Tank, Loss of Cargo Pipeline
Containment, Failure of Integrated Automation
System ,Uncontrolled Release of Cargo.
12 Discussions on Indian Natural Gas Carriers and films 2.0
13 Assessment/Discussion 2.0
Total 63.0
 TIME TABLE
09:00 11:00 11:15 12:45 13:30 15:00 15:15
to to to to to to to
11:00 11:15 12:45 13:30 15:00 15:15 16:45
1. Introduction 2. Chemistry and Physics 2.2 Basic Thermodynamic
1.1. The Course 1.4. Sea transport of 2.1 Properties & Theory
1.2. Development of liquefied Natural gas Characteristics of
MONDAY Liquefied Natural Gas 1.5. Terminology Liquefied Gases & their
Shipping vapours
1.3. Production and use of
Liquefied Natural Gas
2.3 Properties of single liquid 2.4 Nature and properties of 3. Hazards 3.3 Reactivity hazards
solution 3.1 Health hazards 3.4 Flammability and
TUESDAY 2.5 control of boil 3.2 First Aid treatment explosion hazards
3.5 Repairs & Hot work

4. Rules and Regulations 5. Ship Design and Cargo 5.3 Cargo Containment 5.4 Ship types and survival
4.1 International and TEA BREAK Containment capability

TEA BREAK
National codes and 5.1 Construction and
WEDNESDAY

LUNCH
regulations equipment requirements
4.2 Gas Carrier Codes 5.2 Ship arrangements
4.3 Certification & Surveys
6. Equipment & Support 6.3 Gas Heaters 6.6 Cargo pump and spray 6.8 Fixed and portable gas
System 6.4 Integrated Automation Pump detection equipment
6.1Water Curtain & Deck System 6.7 6.9 Emergency shut down
THURSDAY Spray 6.5 High Voltage System Compressor lubricating oil system (ESDS)
6.2 Low duty and high duty system 6.10 Level gauging system
compressor, Low duty and
high duty Heaters
7 Cargo Handling Systems 7.2 Cargo Ventilation System 7.6 LNG vaporisers and 7.7 Inert gas generator and
7.1 Tanks, piping and valves 7.5 Reliquefaction plants and Forcing vaporisers nitrogen generator
7.3 Cargo pump & unloading Regasification plants) pressurisation and purge
system ,Spray Pump 7.8 Instrumentation and
FRIDAY
7.4 Low duty & high duty auxiliary systems
compressor 7.9 Custody transfer system
(CTS),Cofferadam Heating
System
 09:00 11:00 11:15 12:45 13:30 15:00 15:15
to to to to to to to
11:00 11:15 12:45 13:30 15:00 15:15 16:15
8. Safety 8.2 Fire prevention 8.3. Pollution Prevention 8.4 Protection and safety
8.1 Tank atmosphere equipment equipment
MONDAY
evaluation

9. Cargo handling and 9.2 Procedure for loading 9.3 Cargo Measurement & 9.4 Loaded and ballast
ballast and Calculation passage
TUESDAY operations preparations for loading
9.1 General cargo handling and Ballast

TEA BREAK

TEA BREAK
and ballast operations

LUNCH
9.5 Procedure for 9.6 Hold space Cargo tank 9.8 L.C.H.S (LNG) 9.8 L.C.H.S.(LNG)
preparations for Drying, Nitrogen purging, operations operations – contd -
WEDNESDAY
unloading and inerting of cargo System
ballast
9.7 Inerting, Cool down of 10.0 Ship/Shore Interface 10. Ship/Shore Interface 11.3 Emergency procedures
cargoes system, warming up 11.1 Organizational Structure 11.3 Leak from cargo
cargo tank ,procedure for 11.2 Alarms 11.3 loss of primary barrier
THURSDAY
dry-docking and tank
cleaning

09:00 11:00 11:15 12:45 13:30 15:00 15:15

to to to to to to to
11:00 11:15 12:45 13:30 15:00 15:15 16:45
12.0 Discussions on Indian 12.0 Discussions on Indian 13. Assessment/ Feed back 12. Assessment/ Feed back
Gas carriers and case Gas carriers and case
FRIDAY
studies and Films studies and Films- contd-
Part C : Detailed Teaching Syllabus

1 Introduction Computer,
LCD
Projector

Required performance
1.1. The course R2-STCW A1 – pa.
Code 1.1
Reg. V/1
1.1.1. States the background for and the
purpose of the course as:
- the 1995 STCW Convention calls
for mandatory minimum
requirements for training and
qualification of masters, officers
and ratings on LNG tankers
- the training is divided into two
parts:
o LEVEL 1 - LNG Tanker
familiarization course: a basic
safety training course for officers
and ratings on board.
o LEVEL 2 - A specialized liquefied
natural gas tanker operations for
masters, officers and others who
are to have immediate
responsibilities for cargo handling
and cargo equipment
- this course covers the requirements
for level 1 training required by
Reg.V/3 Para.1 and specified in
resolution 12 of STCW
1.1.2. States that the purpose of this
course is to meet the requirements
for specialized training given in
regulation V/1 2.2 of the STCW
Code
1.1.3. States that officers and ratings on Reg. V/1
liquefied gas tankers assigned pa. 1
specific duties and responsibilities
shall have completed an approved
shore-based fire-fighting course

1.2 Development of LNG Shipping

Required performance
1.3. Production of liquefied STCW B 1- A1 – Computer,
Naturalgas Code pa. Pa,1.2 LCD
Sec. A-V/1 1.2 A2 – Fig. Projector
pa. 26 1.1 to 1.4
1.3.1. Defines:
. LNG
. NGL
 . LPG
. LEG
. chemical gases
13.2. Explains generally the relationship
between LNG, NGL and LPG
1.3.3. Explains sources, constituents, use
and general treatment of NGL.
1.3.4. Explains the sources, use and the
general production process of
LNG.
1.3.5. Explains the sources, use and the
general production process of LPG
1.3.6. Explains, generally, the sources
and uses of the most common
chemical gases.
Required performance
1.4 Sea transport of Liquefied STCW B2 A1 – pa. Computer,
Natural Gas Code 1.3 LCD
Sec. A-V/1 A2 – Fig. Projector
pa. 24 1.5 – 1.9
A3
1.4.1. Explains the basic principles of gas
transport
1.4.2. Explains pressurized carriage
1.4.3. Explains refrigerated carriage
1.4.4. Lists the most common cargoes
and the conditions for their
carriage
1.4.5. Describes cargo-containment
systems for pressurized and
refrigerated carriage
1.4.6. With the aid of diagram and
drawings, identifies and describes
the different ship types for carriage
of liquefied gas.
1.5 Terminology
2. Chemistry and Physics STCW Computer,
Code LCD
Sec. A-V/1 Projector
pa. 26

Required performance
2.1. Properties and Characteristics of B1 A1 – pa. Computer,
liquefied Gases and Their 2.1 LCD
Vapours Projector
2.1.1. Defines, in general terms, a
liquefied gas
2.1.2. States the definition of a liquefied R5-
gas according to IMO Gas Carrier PA.1.1.1
Codes
2.1.3. States that most liquefied gas
 cargoes are hydrocarbons
2.1.4. States that a hydrocarbon molecule
is characterized by the presence of
carbon and hydrogen atoms in
various arrangements
2.1.5 States that a hydrocarbons with up A2-Fig. 2.1
to four carbon atoms in their
molecules are gaseous at ambient
temperature and pressure
2.1.6 States the hydrocarbons with from
5 to 20 carbon atoms are liquids at
ambient conditions
2.1.7 States that hydrocarbons with more
than 20 carbon atoms in their
molecules are solids at ambient
conditions
2.1.8 Explains a saturated hydrocarbon A2-Fig. 2.2
molecule with the aid of a
molecular structure diagram
2.1.9 Lists typical liquefied gas cargoes
that are saturated
2.1.10 Explains an unsaturated A2-Fig. 2.3
hydrocarbons molecule with the
aid of a molecular structure
diagram
2.1.11 Lists typical liquefied gas cargoes
that are unsaturated hydrocarbons
2.1.12 States that the third group of B1
liquefied gas cargoes is the
chemical gases
2.1.13 States that chemical gases are
characterized by the presence of
atoms other than carbon and
hydrogen in their molecular
structure
2.1.14 Explains a typical chemical gas A2-Fig. 2.4
molecule with the aid of a
molecular structure diagram
2.1.15 Lists typical liquefied gas cargoes
that are chemical gases
2.1.16 States that saturated hydrocarbons,
e.g. methane, ethane, propane and
butane, are colourless and
odourless
2.1.17 States that liquefied gas cargoes of
this type are normally "stenched"
to assist detection
2.1.18 State that stenching is done by
adding sulphur compounds, such
as mercaptans, as odorizers prior to
sale and/or transport
2.1.19 States that unsaturated
hydrocarbons are more vulnerable
and "unstable" than the saturated
hydrocarbons
 2.1.20 States that most chemical gases are
chemically reactive
2.1.21 Explains dew point
2.1.22 States that some liquefied gas
cargoes that are "unstable" or
reactive may be stabilized by
adding an inhibitor prior to sale
and/or transport
2.1.23 States that most inhibitors are
highly toxic
2.1.24 States that inhibitors may not boil
off with the cargo, and that the
cargo vapour may therefore be
uninhibited
2.1.25 States that cargo officers should R5-Pa.17.8
ensure that, if a cargo must be
inhibited for transport, an inhibitor
certificate is received from the
terminal or shipper prior to
departure
2.1.26 Describes generally the content of A2-Fig. 2.5
an inhibitor certificate
2.1.27 States that there are no inhibitors B2
for some reactive cargoes
2.1.28 States that these cargoes will have
to be transported under positive
pressure of inert gas with an
oxygen concentration of 0.2 per
cent or less by volume.

Required performance

2.2. Basic thermodynamic theory B2 A1 – PA. Computer,

2.2 LCD
Projector
2.2.1. Defines 'absolute temperature' B1
2.2.2. Defines 'absolute pressure' A2-Fig. 2.6
2.2.3. Defines 'enthalpy' B1
2.2.4. Converts S.I. units to other A2-Fig. 2.7
common units
2.2.5. Describes the three states of B1 A2-Fig. 2.8
aggregation
2.2.6. Explains the relationship between A2-Fig. 2.9
pressure and boiling point
2.2.7. Defines the critical temperature, B1
the critical pressure and the critical
point of a gas
2.2.8. Explains the relationship between A2-Fig. 2.8
temperature and enthalpy for the
various states of aggregation
2.2.9. Defines latent heat of vaporization B1
2.2.10. Names and explains the different B2 A2-Fig.
 curves and lines of a Mollier 2.10
diagram
2.2.11. Explains the first and second laws
of thermodynamics
2.2.12. Explains the gas laws and states A2-Figs.
their limitation in practical use 2.11 to
2.15
2.2.13. Defines the general gas equation
and states its limitation in practical
use
2.2.14. Explains Dalton's law B1
2.2.15. Explains Joule's law
2.2.16. Explains Avogadro's law

Required performance
2.3. Properties of single liquids A1 – pa. Computer,
2.3 LCD
Projector
2.3.1. Explains density of liquids B1
2.3.2. Explains density of gases
2.3.3. Explains density of vapours
2.3.4. Explains variations of density with
temperature
2.3.5. Explains vapour pressure B1
2.3.6 Explains variations of vapour
pressure with temperature
2.3.7 Explains, with the aid of a A2-
pressure-temperature-density Fig.2.16C
diagram for a common liquefied
gas cargo, the relationship between
vapour pressure, temperature and
the densities of liquid and vapour
2.3.8 Explains the physical data for a A2-
common liquefied gas cargo as Fig.2.16A
given in the ICS Cargo Data
Sheets

Required performance
2.4. Nature and properties of A1 – pa. Computer,
solutions 2.4 LCD
Projector
2.4.1. Describes diffusion and mixing of
gases
2.4.2. Describes solubility of gases in
liquids
2.4.3. Describes miscibility between B1
liquids and the effects of
temperature on miscibility
2.4.4. Explains vapour pressure of
solutions
 2.4.5. Explains densities of solutions
2.4.6. Explains the variation in dew
points and the effects of low
temperatures
2.4.7. Describes the phenomenon of B2
"roll-over"
2.4.8. States that LPG cargoes may be
mixtures of different liquefied
petroleum gases
2.4.9. States that such cargoes are
referred to as "LPG-mix"
2.4.10. States that the mixing may be done
in shore tanks or in ship's tanks
2.4.11. Explains an equilibrium diagram B1
for LPG mixture
2.4.12. Calculates the saturated vapour
pressure of a mixture of liquids at a
given temperature -given the
quantity of each liquid in the
solution
2.5 Control Boil Off
2.5.1 Explains why it is necessary to
control vapour boil-off
2.5.2 Lists the methods of controlling
vapour pressure in the cargo tanks
as:
2.5.3 - leading the cargo boil-off to
the ship's boiler, gas turbine or
main engine, to be used as fuel
3. Hazards STCW A1 – Sec. Computer,
Code 3 LCD
Sec. A – Projector
V/1
pa. 27,32

Required performance

3.1. Health Hazards B1 A1 – pa. Computer,

3.1 LCD
Projector
3.1.1. States that the health hazards of
liquefied gases are their toxicity,
oxygen deficiency and low
temperatures
3.1.2. Describes modes by which
liquefied gas cargoes and their
vapours may be toxic
3.1.3. Describes toxic properties of B1
inhibitors
3.1.4. Describes toxic properties of inert B1
gas
3.1.5. Describes how combustion of
cargo products or construction
 materials may produce toxic
products
3.1.6. Defines acute and chronic effects
of toxicity, systemic poisons and
irritants
3.1.7. Lists and describes the criteria by
which toxicity is measured and
expressed
3.1.8. Explains asphyxia and its B1 ,
symptoms B2
3.1.9. Explains anesthesia and its B2
symptom
3.1.10. Explains frost-bite and its R6- B2
symptoms pa.6.1.1
3.1.11. Explains chemical burns and lists
cargoes caustic to human skin
3.1.12. Explains information given in the B2 A2-Fig.
"health data column" of the ICS 2.16A
Cargo Data Sheet

Required performance

3.2. First- Aid Treatment R6 B2 A1-pa.10.4 Computer,

LCD
Projector
3.2.1. States that first-aid procedures for
accidents involving cargo are
given in the ICS Cargo Data
Sheets
3.2.2. States that liquefied gas tankers
carrying toxic cargoes should have
medical first-aid equipment for
accidents involving those cargoes
on board
3.2.3. States that this equipment includes
oxygen resuscitation equipment
and antidotes for the products to be
carried
3.2.4. States that the master or
responsible officer should be
familiar with the use of medical
first-aid equipment
3.2.5. States that professional medical
treatment should always be sought
in cases where casualties have
been overcome by toxic and/or
irritant vapours
3.2.6. States the importance of labeling a
patient before removal from the
vessel
3.2.7. States that the IMO Medical First
Aid Guide for Use in Accidents
Involving Dangerous Goods
(MFAG) gives information
 regarding medical treatment
3.2.8 Explains that the MFAG gives
detailed information about signs
and symptoms, first aid and the
administering of antidotes

Required performance

3.3 Reactivity B2 A1-pa.3.2 Computer,

A2 – Fig. LCD
3.1 to 3.3 Projector

3.3.1. Explains that a liquefied gas cargo

may react in a number of ways,
such as
- with itself
- with air
- with water
- with another cargo
- with other materials B1
3.3.2. Explains Self-reaction and gives
examples of cargoes that may self-
react
3.3.3. States Precautions against self-
reaction
3.3.4. Explains reaction with air and lists
gas cargoes that may react with air
3.3.5. States Precautions against reaction
with air
3.3.6. Explains reaction with water and
lists gas cargoes that may react
with water
3.3.7. States common precautions against
reaction with water
3.3.8. Explains Cargo compatibility and
lists gas cargoes that are
incompatible
3.3.9. States Precautions against mixing R5-pa.
of incompatible cargoes 18.2
3.3.10. Explains that some gas cargoes
may react with other materials,
such as
. tank material
. gaskets
. cargo hoses
. inert gas
. cargo compressor oils
. cargo pump seal oils
3.3.11. States Precautions against the B2
reactions listed in objective 3.2.10
3.3.12. States that reactivity data for each B2 A2-Fig.
liquefied gas cargo are given in the 2.16 B
 ICS Cargo Sheets

Required performance
3.4. Flammability and explosivity B1 A1-pa.3.3 Computer,
hazards A2-Fig. 3.1 LCD
– 3.4, 2.16A Projector
& 2.16D
3.4.1. States that most liquefied gas
cargoes are flammable
3.4.2. States that it is not liquids, but the
Vapour emitted from them, that
burn
3.4.3. States that liquefied gas cargoes
are carried at or close to their
boiling point and give off Vapour
readily
3.4.4. States that flammable Vapour can
ignite and will burn when mixed in
certain proportions with air
3.4.5. States that certain cargo vapours
can burn, if ignited, without being
mixed with air
3.4.6. Defines 'flashpoint' and describes
ways of determining it
3.4.7. Defines 'auto-ignition temperature'
3.4.8. States that combustion is a
chemical reaction, and describes
the process of burning of
hydrocarbons
3.4.9. Explains 'flammable range', and
defines the LEL and the UEL
3.4.10. Explains that the flammable
range will be different for different
cargoes
3.4.11. Explains a flammability chart
3.4.12. Explains the effect of increasing
the decreasing the proportion of
oxygen on the flammable limits.
3.4.13. States that fire and explosion data B2
for each liquefied gas cargo are App
given in the ICS Cargo Data
Sheets

Required performance
3.5. Repairs and hot Work A3 Computer,
LCD
Projector
3.5.1. States that no hot work is to be
carried out unless a ‘permit to
work’ is issued.
3.5.2. States that hot work includes the
use of power tools
 3.5 Repairs and hot Work
4. Rules and regulations STCW A1 – pa. Computer,
Code 4.1 LCD
Sec. A-V/1 Projector
pa. 23

Required performance
4.1. International and National codes
and regulations
4.1.1. States that shipping activities are
of international concern and that
the international forum for
maritime and, therefore, shipping
matters is IMO
4.1.2. States that the IMO has drawn up
conventions which affect ships
4.1.3. States that the conventions directly
affecting ships and shipping
activities are the Conventions
SOLAS 1974, MARPOL 73/78
and STCW as amended in 1995
4.1.4. Defines 'SOLAS 1974' as the R1
International Convention for the
Safety of Life at Sea, 1974
4.1.5. Defines 'MARPOL 73/78' as the R7, R8
International Convention for the
Prevention of Pollution from
Ships, 1973/1978
4.1.6. Defines 'STCW 1995' as the R2
International Convention on
Standards of Training,
Certification and Watch-keeping
for Seafarers, 1995
4.1.7. States that countries which are
Party to the above Conventions
have the provisions of those
Conventions incorporated into
their national laws and regulations.
4.1.8. States that all liquefied gas tankers
and their personnel are affected by
SOLAS 1974, MARPOL 73/78
and STCW 1995, either through
their own national laws of the port
State.
4.1.9. States that a Safety Management R1-Ch. A3
System in compliance with the IXR11
ISM Code must be in place on
board all gas carriers of 500 gt and
upwards.
Required performance
4.2. Gas Carrier Codes Computer,
LCD
Projector
4.2.1. States that, in order to provide an B1 A1-pa.4.2
 international standard for the safe A2-Figs
carriage of liquefied gases (and 4.1A &
certain other substances) in bulk by 4.1B
ships, IMO has developed the Gas
Carrier Codes
4.2.2. Defines the Codes referred to in
objective 4.2.1 as:
- International Code for the
Construction and Equipment of
Ships Carrying Liquefied Gases in
Bulk (IGC Code) R5
- Code for the Construction and R4
Equipment of Ships Carrying
Liquefied Gases in Bulk
-Code for Existing Ships Carrying R3
Liquefied Gases in Bulk
4.2.3. States that the year of construction
of a gas tanker determines which
Code the ship must comply with
4.2.4. States that the Codes recommend
suitable design criteria,
construction standards and other
safety measures for ships
transporting liquefied gases and
certain other substances in bulk
4.2.5. States that "certain other
substances", referred to under
objectives 4.2.1 and 4.2.4, are
liquid cargoes not defined as
liquefied gases but which are
transported as bulk cargo on gas
tankers
4.2.6. States that these cargoes are also
listed in chapter 19 of the Codes
4.2.7. States that liquefied gas tankers
may have to comply with the Gas
Carrier Codes, either through their
national laws or through laws of
the port States
4.2.8. States that port State authorities
may verify compliance with the
IMO conventions and codes
4.2.9. States that a ship which is R 5 - pa.
constructed for carriage of both 1.1.5
liquefied gases and chemicals in
bulk must comply with the
requirements of both the Gas
Carrier Codes and the Bulk
Chemical Codes

Required performance
4.3. Certification and surveys B1 A1 – pa. Computer,
4.3 LCD
Projector
4.3.1. States that compliance with the R1-REG.
structural requirements of SOLAS 1/12
1974 is certified by means of the
Cargo Ship Safety Construction
Certificate
4.3.2. States that compliance with the
equipment requirements of SOLAS
1974 is certified by means of the
Cargo Ship Safety Equipment
Certificate and the Cargo Ship
Safety Radio Certificate
4.3.3. States that all liquefied gas tankers R 5 -pa.
which comply with the 1.5.4
requirements with regard to their
structure, equipment, fittings,
arrangements and materials as set
out in the Gas Carrier Codes are
certified by means of the
Certificate of Fitness for the Carri
4.3.4. States that all liquefied gas tankers
which also carry dangerous
chemicals are, in addition to the
certificate referred to under 4.3.3,
issued with a Certificate of Fitness
for the Carriage of Dangerous
Chemicals in Bulk
4.3.5. States that compliance with the
construction and equipment
requirements of Annex 1 of
MARPOL 73/78 is certified by
means of the International Oil
Pollution Prevention (IOPP)
Certificate with its supplement A R7-App.2
4.3.6. States that a liquefied gas tanker R7-App.2
carrying oil products must be R8-App. 1,
issued with an IOPP Certificate App. 5
with supplement B; if, in addition,
it carries noxious liquid substances
in bulk, it must be issued with an
International Pollution Prevention
Certificate for
4.3.7. States that the flag State is R5 – pa.
responsible for surveying of ships 1.5.1
and for issuing certificates
4.3.8. States that the flag State may
appoint other agencies or
classification societies to carry out
surveys and to issue the certificates
on its behalf
4.3.9. States that every ship should be
surveyed according to its
certification, and at intervals
specified by the flag State
4.3.10. States that it is the responsibility of
the master to keep the certificates
 valid and to call in survey officers
of the flag State prior to the end of
the certificate's period of validity

5. Ship design and cargo STCW Computer,

containment Code LCD
Sec. A-V/1 Projector
pa. 24, 28
R5-Ch.19

Required performance
5.1. Construction and equipment A1-pa. 5.1 Computer,
requirements A2- LCD
Figs.4.1 & Projector
5.1
5.1.1. States that the IMO Gas Carrier
Codes establish an international
standard for the design,
construction and equipment of gas
tankers to minimize the risk to the
ship, to its crew and to the
environment
5.1.2. States that chapter 19 of these
Codes gives a summary of
minimum requirements for ships
carrying liquefied gases and
certain other substances covered
by the Codes
5.1.3. States that a product listed in
chapter 19 and marked with an
asterisk is also covered by the Bulk
Chemicals code
5.1.4. States that chapter 19 lists:
v all products covered by the
Gas Carrier Codes
v the products' UN numbers,
which are intended for information
only
v the minimum ship type
requirement
v cargoes requiring an
independent tank of type C
v cargoes requiring special
environmental control
v vapour-detection requirement
v types of gauging required
v special requirements
additional to the general
requirements of the IMO Gas
Carrier Codes

Required performance
5.2. Ship arrangements R5- Ch.3 B1, A1- pa. 5.2 Computer,
 B2 LCD
Projector
5.2.1. States that the cargo area has to be
segregated from other parts of the
ship
5.2.2. States that cargo handling systems
must be completely separate from
accommodation spaces, machinery
spaces and other gas-safe spaces
5.2.3. Describes gas-dangerous spaces as: A2-Fig. 5.2
. spaces in the cargo area which
are not arranged or equipped in an
approved manner to ensure that
their atmosphere is at all times
maintained in a gas-safe condition
. enclosed spaces outside the
cargo area through which any
piping containing liquid or gaseous
products passes, or within which
such piping terminates, unless
approved arrangements are
installed to prevent any escape of
product vapour into the
atmosphere.
. Cargo-containment systems an
cargo piping
. hold spaces
. Spaces separated from a hold
space by a single gastight steel
boundary where cargo is carried in
a cargo-containment system
requiring a secondary barrier
. Cargo pump-rooms and cargo
compressor rooms
5.2.4. Describes gas-dangerous zones as: A2-Fig. 5.2

. A zone on the open deck, or a

semi-enclosed space on the open
deck, within 3 metres of any cargo
tank outlet, gas or vapour outlet,
cargo pipe flange or cargo valve or
of entrances and ventilation
openings to cargo pump-rooms and
cargo compressor.
. The open deck over cargo
areas and 3 metres forward and aft
of the cargo areas on the open deck
up to a height of 2.4 metres above
the weather deck
. Zones within 2.4 metres of the
outer surface of a cargo-
containment system where such
surface is exposed to the weather
. Enclosed or semi-enclosed
 spaces in which pipes containing
products are located. A space
which contains approved gas-
detection equipment or a space in
which boil-off gas is utilized as
fuel and which has been approved
by the Administration is not c
. A compartment for cargo
hoses
. Enclosed or semi-enclosed
spaces having a direct opening into
any gas-dangerous space or zone
5.2.5. States that a gas-safe space is a
space other than a gas-dangerous
space
5.2.6. States that air intakes for
accommodation, service and
machinery spaces and control
stations have to be at a minimum
distance from ventilation outlets of
gas-dangerous spaces
5.2.7. States that access to
accommodation or engine-room
has to be at a minimum distance of
3 metres from the forward
boundary division of
accommodation
5.2.8. States that windows and side
scuttles facing the cargo area and
on the sides of the deck-houses
within a distance of 3 metres
should be of the fixed (non-
opening) type
5.2.9. States that wheelhouse windows
and wheelhouse doors may be
located within a distance of 3
metres from the forward boundary
division so long as they are so
designed that a rapid and efficient
gas- and vapour-tightening of the
wheelhouse can be ensured
5.2.10. States that all air intakes and
openings into accommodation
spaces, service spaces and control
stations should be fitted with
closing devices
5.2.11. States that access from a gas- A2-Fig. 5.3
dangerous zone on the open
weather deck to a gas-safe space
has to be via an airlock
5.2.12. States that the ventilation of the A2-Fig. 5.4
airlock should be of the positive-
pressure type
5.2.13. States that the airlock doors should
be self-closing and without any
 arrangements by which they could
be held open
5.2.14. States that an audible and visual
alarm system should be provided
which will give a warning on both
sides of the airlock if more than
one door is moved from the closed
position
5.2.15 States that gas-safe spaces within
the cargo area should be fitted with
a mechanical ventilation system of
the positive-pressure type
5.2.16 States that, when this overpressure
is lost, all electrical equipment not
certified as electrically safe should
be de-energized
5.2.17 States that all cargo compressor
rooms, pump-rooms and control
rooms considered to be gas-
dangerous spaces should be fitted
with a mechanical ventilation
system of the negative-pressure
type
5.2.18 States that electrical motors
driving fans should be placed
outside the ventilation ducts
5.2.19 States that ventilation fans should
be of non-sparking construction
and that spare parts should be
carried for each type of fan on
board
5.2.20 States that protection screens of
not more than 13 mm square mesh
should be fitted in outside
openings of ventilation ducts
5.2.21 States that the use of segregation,
separation and airlocks is
fundamental to the safety of the
gas tanker

Required performance
5.3. Cargo containment R5-Ch.4 B1 A1-pa. 5.3 Computer,
A2-Figs. LCD
5.5 to 5.13 Projector
5.3.1. Lists the five main categories of B2,
cargo-containment systems as: B3
- moss type tanks
- membrane tanks
- semi-membrane tanks
- independent tanks
- integral tanks, internal
insulation tanks
5.3.2. States that the following
 parameters must be taken into
consideration when designing and
constructing a cargo-containment
system:
- thermal stress, expansion
and contraction
- stress caused by the vapour
pressure and the weight of
- liquid
- stress caused by sloshing
- type and thickness of tank
material
- types and thickness of
insulation material
- method of tank support
- location of tank
- cargo limitation
5.3.3. Explains the above parameters in
relation to the following cargo-
containment systems:
- integral tanks
- Gaz Transport membrane
tanks
- Technigaz membrane tanks
- independent tanks of type A
(LPG)
- independent tanks of type A
(Conch)
- independent tanks of type B
(Kvaerner-Moss/Moss Rosenberg),
IHI-SPB type
- independent tanks of type C
- internal insulation tanks
- Describe tank
material,dimensions,skirt
constructions,panel
spiral wound,annular space
Required performance
5.4. Ship types and survival R5 – Ch.2 B1, A1-pa. 5.4 Computer,
capability B2 A2- Fig. LCD
5.14 – 5.18 Projector
5.4.1. States that the IMO Gas Carrier
Codes divide gas tankers into the
four ship types 1 G, 2G, 2PG and
3G, which reflect the hazard rating
of the cargoes to be carried
5.4.2. States that a ship of type 1 G is a
gas tanker intended for the
transportation of products
considered to present the greatest
overall hazards and that types 2G,
2PG and 3G are for products of
 progressively lesser hazards
5.4.3. States that type 1 G ships are
required for highly hazardous
cargoes such as chlorine
5.4.4. States that the most common
cargoes, such as LNG, ethylene
and LPG, have to be carried in
type 2G or type 2PG ships
5.4.5. States the type 3G ships are
permitted to carry only liquid
nitrogen and refrigerant gases
5.4.6. States that the background for
IMO's grouping of ships types is
the ship's capability to survive
damage caused by collision and
stranding together with the
location of the cargo tank in
relation to side and bottom damage
5.4.7. States that the assumed maximum
extent of damage caused by
collision and stranding is specified
in the Codes
5.4.8. States that ships subject to the
codes should be capable of
surviving a specified extent of
damage in a condition of stable
equilibrium satisfying the criteria
specified by IMO
5.4.9. States that a ship of type 1G should
be assumed to sustain damage
anywhere in its length.
5.4.10. States that a ship of type 2G, 2Pg
or 3G, depending on its length,
should be assumed to survive
damage within a specified area of
the ship’s length.
5.4.11. States that, irrespective of ship
type, no cargo tank should be
located less than 760 mm from the
shell plating
5.4.12 States that, irrespective of ship
type, a cargo tank should be
located not less than 8115 or 2
metres, whichever is less, from the
bottom shell plating, measured
from the moulded line at the
centreline
5.4.13 States that on ships of type 1 G,
cargo tanks should be located not
less than B/15 or 11.5 metres,
whichever is the lesser, from the
ship's side, measured at right
angles to the centreline at the level
of the summer load line
6 Equipment and Support
 Systems
6.1 Water Curtain and Deck Spray
6.1.1 State the Purpose
6.1.2 State the Principles of operation
6.2 State the Purpose Low duty and
high duty compressors
6.2.1 State the Design
6.2.2 Identify blower
6.2.3 Identify Mechanisms
6.2.4 Identify capacity control
mechanisms
6.2.5 State the Principles of operation
6.2.6 State the Purpose
6.2.7 List the lubricating requirements
6.2.8 List the bearings lubricating
requirements
6.2.9 List the gearbox lubricating
requirements
6.2.10 Explain sealing requirements and
why
6.2.11 Explain Shaft requirements
6.2.12 Explain bulk head requirements
6.2.13 Explain Safety Features
6.2.14 Explain principles of operation
and purpose of surge control
6.2.15 Apply operational requirements
and procedures
6.2.16 Explain setting up
Nitrogen sealing
Lubrication
6.2.17 Explain Starting
6.2.18 Explain automatic control
requirements
6.2.19 Explain Shutdown
6.2.20 Explain alarm settings and
resulting actions
6.3 Low Duty and High Duty Gas
Heaters
6.3.1 Explain Design(s)
6.3.2 Explain principles of operation
6.3.3 Explain purpose
6.3.4 Explain LNG vapour outlet
requirements and explain why
Apply operational requirements
and procedures
6.3.5 Explain the relationship between
steam supply and capacity of
heaters
6.3.6 Explain Condensate level control
6.3.7 Explain outlet temperature control
mechanism and assess methods
used to control heater outlet
temperature
6.3.8 Explain setting up
 6.3.9 Explain starting
6.3.10 Explain changing from manual to
automatic operation (use of
automatic controllers)
6.3.11 Explain Shutdown
Explain alarm setting and
resulting actions
6.4 Integrated Automation System
6.4.1 Explain Operating Principles
 Operator interphase
 Local Operations
 Input/Output interphases
 Backup
 Maintenance And testing
6.5 High Voltage System
6.5.1 States that HVS have Specific
control procedures
6.5.2 Explain Switchgear Transformer
Operations
 Isolation/prove dead
 Earthing Procedures

6.5.3 Explain Generator and Motor

maintenance and testing
procedures
6.6 Cargo Pumps and Spray Pump
6.6.1 Explain design(s)
6.6.2 Explain principles of operation
6.6.3 Explain purpose
6.6.4 Identify location and number
6.6.5 Apply Operational requirements
and procedures
6.6.6 Describe the operational
requirements with respect to
limitation on number of starts and
required liquid level
6.6.7 Explain correct starting sequence
6.6.8 Explain pump control
6.6.9 Explain setting up
6.6.10 Explain Starting
6.6.11 Explain use of automatic control
sequencers
6.6.12 Explain Shutdown
6.6.13 Explain alarm setting and resulting
actions
6.7 Compressor Lubricating Oil
System
6.7.1 Explain principle of operations
6.7.2 Explain purpose
6.7.3 Apply Operational and monitoring
requirements
6.7.4 Explain alarm setting and resulting
actions
6.8 Fixed and Portable Detection
Equipment
 6.8.1 Explain principle of operation
6.8.2 Explain cyclic sampling
6.8.3 Explain constant sampling
6.8.4 Explain purpose
6.8.5 List IGC requirements
6.8.6 List sample points monitored
6.8.7 Apply operational requirements
6.8.8 Explain manual measurement
6.8.9 Explain Celebrations
6.8.10 Explain alarm settings and
resulting actions
6.8.11 Explain correct instrument to be
used for each cargo operation and
explain why
6.8.12 Explain Oxygen meter
6.8.13 Explain Explosimeter
6.8.14 Explain % gas meter
6.8.15 Explain Dew Point meter
6.8.16 Explain Co2 meter
6.8.17 For each instruments
6.8.18 Explain operational procedures
6..9 Emergency Shut Down System
6.9.1 Explain principles of operations
6.9.2 Explain methods of operations
6.9.3 Explain methods of connection
between ship and shore and
differing requirements for each
6.9.4 Explain pneumatic method
6.9.5 Explain optical method
6.9.6 Explain wireless method
6.9.7 Discuss connection procedures
6.9.8 Discuss operating parameters that
will activate ESD
6.9.9 Discuss effect of ESD operations
6.9.10 Predict effects of ships
6.9.11 Predict effect of moorings
6.9.12 Apply tests and procedures
conducted after connection and
prior to conducting cargo
operations with shore
6.10 Level Gauging System
6.10.1 Explain principles of operations
6.10.2 Discuss type
6.10.3 Describe float type
6.10.4 Describes capacitances type
6.10.5 Describe radar type
6.10.6 Describe Sighting board type
6.10.7 For each type
6.10.8 Explain principle and method of
operations
6.10.9 Explain operating requirements
and procedures
6.10.10 Explain likely problems
6.10.11 Explain maintenance procedures
7. Cargo-handling systems STCW B1, A1 – pa. Computer,
 Code B9 6.1 LCD
Sec. A-V/1 A2- Figs. Projector
pa. 30 6.1 to 6.6

Required performance
7.1. Tanks, piping and valves R5-pa. Computer,
3.1.5 LCD
Projector
7.1.1. Describes generally liquid and
vapour piping requirements
7.1.2. Describes the commonly found
fixed piping arrangements in a
cargo tank
7.1.3. Describes generally a cargo piping
arrangement
7.1.4. States that spool-pieces are used in
cargo pipelines:
- to ensure segregation of
incompatible cargoes
- to ensure complete
separation from other systems
- to connect separated systems
7.1.5. Describes cargo-separation
arrangements
7.1.6. States that a remotely operated
shutoff valve should be provided at
each liquid and vapour crossover
7.1.7. States that in the case of cargo
tanks with a MARVS of greater
than 0.7 bar, all liquid and vapour
connections (with the exception of
safety relief valves and liquid level
gauging devices) should be
equipped with a manually operated
stop-valve and a remote
7.1.8. States that in the case of cargo
tanks with a MARVS not
exceeding 0.7 bar, all liquid and
vapour connections (with the
exception of safety relief valves
and liquid level gauging devices)
should be equipped with a
manually or remotely/manually
operated shu
7.1.9. States that when activating an
emergency shutdown system
remotely operated valves close and
cargo pumps and compressors stop
automatically
7.1.10. States that commonly used valve
types on gas tankers are
- ball valves
- globe valves
- gate valves
 - butterfly valves
7.1.11. Describes generally the design of
these valves
7.1.12. States that strainers are commonly
installed in the cargo piping system
to protect the cargo-handling plant
and equipment from damage by
foreign objects
7.1.13. States that there are two different
types of cargo hoses
- the composite construction
- the stainless-steel
construction
7.1.14. Describes generally the
construction and use of the
different cargo hoses
7.1.15 States requirements, maintenance R5-pa. 5.7 B2
and correct handling of cargo
hoses

Required performance
7.2. Cargo ventilation system R5-Ch.8 B1 A 1 – pa. Computer,
6.2 LCD
A 2 -Fig. Projector
6.7 to 6.10
7.2.1. Describes a cargo tank vent system
7.2.2. States that all tanks, equipment and
piping which may be full of liquid
when isolated should be provided
with a pressure-relief device to
prevent damage
7.2.3. States that spaces and vapour lines
which may be subjected to
pressures beyond their design
capabilities should also be
provided with pressure-relief
devices
7.2.4. States that each cargo tank with a
volume exceeding 20 m3 should be
fitted with at least two pressure-
relief valves
7.2.5. States that pilot-operated relief
valves are commonly used as
pressure-relief valves for cargo
tanks
7.2.6. Describes generally the operating
principle of a pilot-operated safety
relief valve
7.2.7. States that spring-loaded relief
valves are commonly used in cargo
pipelines, plant components and
smaller cargo tanks
7.2.8. Describes generally the operating
 principle of a spring-loaded safety
relief valve
7.2.9. States the pilot-operated relief
valves allow variable relief settings
(set points) to be made without
breaking the seal
7.2.10. States that this is done by changing
the setter or pilot
7.2.11. Explains the purpose of changing
the set point of a safety relief valve
on cargo tanks
7.2.12. States that changing the settings of
relief valves should be carried out
under the supervision of the master
in accordance with procedures
approved by the Administration
and specified in the ship's
operation manual.
7.2.13. States that changes of set point
should be recorded in the ship's
log, and a sign stating the set
pressure should be displayed in the
cargo control room and at each
relief valve
7.2.14. States that additional requirements
are made for certain cargoes
7.2.15. Lists general precautions regarding B2
the handling of safety relief valves
7.2.16. States that cargo tanks designed to
withstand a maximum external
pressure differential not exceeding
0.25 bar, or tanks which cannot
withstand the maximum external
pressure differential that can be
attained by a cargo-handling
operation, should be fitted
7.2.17. States that the vacuum-protection
system that is normally used
consists of two independent
pressure switches which first
activate an alarm and subsequently
stop all cargo-handling operations
that may lead to reduced pressure
in the cargo tank
7.2.18. Lists common precautions for
relief devices
7.2.19 States that it is important to keep B2
protection and flame screens clean
7.2.20 States that vent masts and piping
should be drained frequently
7.2.21 States that vent masts are fitted
with arrangements for snuffing out
flames by means of CO2 steam or
inert gas
7.2.22 States that cargo liquid should
 never be led directly to the vent
mast as this could overpressure the
system and cause brittle fracture

Required performance
7..3. Cargo Pumps and the unloading R5-pa. 5.8, B1 A1-pa. 6.3 Computer,
system ,Spray pumps 17.12 A2 – Figs. LCD
6.11 to 6.25 Projector
7.3.1. States that the main cargo pumps
fitted aboard liquefied Natural gas
tankers are of the centrifugal type
7.3.2. Explains why these pumps are
either submerged or deepwell
types on refrigerated gas tankers
7.3.3. Explains why cargo pumps may be
mounted on deck on fully
pressurized ships
7.3.4. Describes the construction of a
deepwell pump
7.3.5. Describes the construction of a
submerged pump
7.3.6. Describes additional arrangements
for alternative unloading
7.3.7. Describes the operating principle
of an eductor
7.3.8. Describes the operating principle
of a centrifugal pump
7.3.9. Lists benefits of using the
centrifugal pump as the main cargo
pump as:
- simple construction
- no valves in the pump
- relatively small size because
the pump can operate at high speed
- continuous pumping and
thereby no pulsation
- no damage to the pump if
the shutoff valve is closed
7.3.10. Lists drawbacks of using a B1
centrifugal pump as the main cargo
pump as:
- difficulty of constructing a
pump with a high differential
pressure per stage
- high efficiency within a
limited field
- normally not being self-
priming
- backflow through the pump
when it is stopped
- difficulty of pumping high-
viscosity liquids
7.3.11. Explains how actual drawbacks are
overcome
7.3.12. States that normally every cargo
pump is supplied with a graph
describing:
- the pump's performance
- the pump's efficiency
- the pump's power
consumption
- the pump's NPSH
7.3.13. States that this graph is based on a
shop test
7.3.14. Explains "total head"
7.3.15. Explains the benefits of showing
the pump's capacity as a function
of the total head
7.3.16. Explains "design point"
7.3.17. Explains "NPSH"
7.3.18 Explains "cavitation"
7.3.19 Explains the above-mentioned
curves in the graph and their
relationship
7.3.20 Explains how the following factors
influence the pump's suction
condition
- -the pump's NPSH
- -the pressure in the cargo
tank
- -the liquid level
- -the cargo's vapour pressure
7.3.21 Describes the effect of cavitation

7.3.22 States that an inducer improves the

pump's suction condition
7.3.23 Explains how a combined pump
characteristic is constructed when
running pumps in parallel at the
same suction and discharge
condition
7.3.24 Explains how a combined pump
characteristic is constructed when
running pumps in series at the
same suction and discharge
condition
7.3.25 States that at normal back-pressure
the cargo pumps run in parallel
7.3.26 States that at high back-pressure
the cargo pumps run in series with
booster pumps
7.3.27 States that the actual discharge rate
depends on:
- the pressure in the shore
tank

- the static back-pressure

 - the dynamic back-pressure
7.3.28 Explains "static back-pressure"
7.3.29 Explains "dynamic back-pressure'
7.3.30 Explains the factors influencing
dynamic back-pressure
7.3.31 Derives the discharge rate of the B1
pump, using a O-H curve and a
system head curve
7.3.32 Described methods of automatic
control and protection of cargo
pumps
7.3.33 Describes correct and safe B2
handling of a deepwell pump
7.3.34 Describes correct and safe
handling of a submerged pump
7.3.35 Describes correct and safe
handling of a booster pump
7.3.36 Describes correct and safe
handling of a spray pump
Required performance

7.4. Low duty (L/D) and high duty B1, A1-pa. 6.4 Computer,
(H/D) compressors.low duty B2 A2-Fig. LCD
(L/D) and high duty (H/D) 6.26 to Projector
Heaters 6.28
7.4.1. Lists the purposes of heat
exchangers in a cargo-handling
system as:
- heaters of liquid cargo
- vaporizers for liquid cargo
or liquid nitrogen
- driers of air and inert gas
- coolers for lubricating oil
and glycol
- condensers and intercoolers
in a reliquefaction plant
7.4.2. States that when discharging
refrigerated cargoes into
pressurized shore tanks it is
frequently necessary to heat the
cargo in a cargo heater because the
shore tanks and piping materials
are not designed for low
temperatures
7.4.3. States that seawater is commonly
used as the heating medium in heat
exchangers
7.4.4. Describes a cargo heater
arrangement
7.4.5. States that seawater-heated cargo
heaters are fitted with temperature
and pressure controls to avoid
 freezing and thereby damage to the
heaters
7.4.6. States that cargo heaters are
normally designed to raise the
temperature from -45°C to -5°C
7.4.7. States that a low seawater
temperature will reduce the flow
rate
7.4.8. States that some ships are equipped
with vaporizers to maintain
pressure in the cargo tank during
discharging by vaporizing liquid
cargo
7.4.9. States that some ships are equipped
with vaporizers to vaporize the
heat liquid nitrogen for purging
purposes
7.4.10. States that seawater and steam are
commonly used as the heating
medium for vaporizers
7.4.11. Describes the correct and safe B2
handling of heat exchangers
7.4.12. Describes the correct and safe
handling of H/D compressors to
control boil off during loading in
LNG ships
7.4.13. Describes the correct and safe
handling of L/D compressors to
control boil off and divert to Boiler
in engine room.
7.4.14. Describes the correct and safe
handling of L/D and H/D heaters
control boil off and divert to Boiler
in Engine room.
Required performance
7.5. Reliquefaction plants, Re- B1, A1-pa. 6.5 Computer,
gasification plants B2, A2-Fig. LCD
B5 6.29 to Projector
6.33
7.5.1. Explains why it is necessary to
control vapour boil-off
7.5.2. Lists the methods of controlling
vapour pressure in the cargo tanks
as:
- leading the cargo boil-off to
the ship's boiler, gas turbine or
main engine, to be used as fuel
- leading the cargo boil-off to
the ship's reliquefaction plant,
where the vapour is liquefied
- cooling the liquid cargo in a
heat exchanger or by cooling the
shell of the cargo tank
7.5.3. States that cargo boil-off may be
 vented, depending on national
regulations
7.5.4. Describes a system for handling
LNG boil-off vapour
7.5.5. Lists common precautions for
handling LNG vapour
7.5.6. Describes a single-stage direct
reliquefaction system and explains
the stages in the cycle on a Mollier
diagram
7.5.7. Explains the limitations for a
single-stage direct system
7.5.8. Describes the two-stage direct
system and explains the stages in
the cycle of a Mollier diagram .
7.5.9. Explains the limitations of a two-
stage direct system
7.5.10 Describes a cascade system and
explains the stages in the cycle on
Mollier diagrams
7.5.11 Describes different types of
indirect systems
7.5.12 Explains the limitations of indirect
systems
7.5.13 Explains the benefits and
drawbacks of using the different
types of reliquefaction systems
7.6 LNG vaporisers and Forcing
vaporisers
7.6.1 LNG vaporiser is used for purging
inert gas from the cargo tanks prior
cooling down and Forcing
vaporiser is used for producing
LNG vapour to be sent to the main
boiler as fuel gas.
7.6.2 The produced LNG vapour is
added to natural boil-off gas in
Forcing Vaporisers.
7.6.3 During cargo un-loading ,if vapour
return from the shore is not
available to the cargo tanks, the
LNG Vapourisers can be used to
produce vapour by bleeding LNG
from the main line and supplying it
to the cargo tanks.
7.6.4 In the vent of both cargo pumps
fail in a cargo tank, emergency
discharge by pressurising cargo
tank using LNG vapouriser.
Required performance
7.7. Inert gas Generator and R5 - pa. B1 A1-pa. 6.6 Computer,
Nitrogen Generator ,Nitrogen 9.4 & 9.5 A2 - Figs. LCD
pressurisation and purge 6.34 & Projector
6.35, A4
7.7.1. Defines 'inert gas' and lists
generally the IMO requirements
concerning inerting and the
production of inert gas on board
7.7.2. Describes different methods of
producing inert gas
7.7.3. States that the composition of inert
gas produced by an inert gas
generator is:
- approximately 84% nitrogen
- approximately 0.5% oxygen
- approximately 15% carbon
dioxide
- approximately 0.5% carbon
monoxide, oxides of nitrogen and
sulphur dioxide
7.7.4. Describes an inert gas generator
system
7.7.5. Describes the different factors
which influence the content of soot
in inert gas from an inert gas
generator
7.7.6 Describes the limitations of using
inert gas produced by an inert gas
generator
7.7.7 Describes and explains different B1
methods of drying inert gas

Required performance

7.8. Instrumentation and auxiliary A1-pa. 6.7 Computer,

systems A2-Fig. LCD
6.36 to Projector
6.41
7.8.1. Describes different types of R5-Ch. 10 B1
electrical equipment approved for
operation in gas-dangerous spaces
and zones
7.8.2. Describes the operating principle B1
of the most common level gauges
7.8.3. Lists correct handling procedures B2
when using float gauges
7.8.4. Lists precautions when using slip- B2
tube gauges and fixed tube gauges
7.8.5. Lists IMO requirements R5-pa.
concerning temperature end 13.4 &
pressure monitoring throughout the 13.5
cargo system
7.8.6. Lists IMO requirements
concerning the fixed gas-detection
system
7.8.7 Describes, by means of a drawing,
the function of a fixed gas-
detection system
 7.8.8 Describes, by means of drawing,
procedure to calibrate a fixed gas
detector
7.8.9 Describes, by means o a drawing,
the function of an emergency
shutdown system
7.8.10 Lists IMO requirements R5-pa. 5.6
concerning an emergency & 133
shutdown system and high-level
alarms
7.8.11 Explains the phenomenon of B2
pressure surge
7.8.12 Lists IMO requirements R5-pa.
concerning the fixed water-spray 11.3
system
7.8.13 Describes, by means of a drawing,
a fixed water-spray system
7.8.14 Lists areas where glycol and
glycol-water mixtures are used
7.8.15 Describes, by means of a drawing,
a glycol system
7.8.16 Explains why glycol and glycol-
water mixtures are used as a
medium for heating and cooling.
7.8.17 Explains how the freezing point of
a glycol-water mixture can be
measured.
7.8.18 lists the areas where alcohol is B2
used to reduce or prevent the
prevent the formation of ice.
7.8.19 Describes, by means of a drawing,
an alcohol-injection system
7.8.20 Lists precautions to be taken when
injecting alcohol into cargo
system.
7.9. Custody transfer system (CTS),
Cofferdam Heating System
7.9.1 Describes purpose and principle of
operation of CTS and pre loading
procedures and completion of
loading.
7.9.2 Describes purpose of operation of
Cofferdam heating system in a
LNG carrier.
8. Safety STCW B1, A1-pa.7.1 Computer,
Code B2, A3 LCD
Sec. A-V/1 B6, Projector
pa. 25, 29, B10
32
Required performance
8.1. Tank atmosphere evaluation R5-pa.18.4 Computer,
LCD
Projector
8.1.1. Lists information to be obtained
during the evaluation of a tank
atmosphere as:
- Type of atmosphere
(constituent gases)
- Flammability
- Toxicity/oxygen deficiency
- Reactivity
8.1.2. States that evaluation of a tank
atmosphere out:
- prior to entry by personnel
- during inerting, gas-freeing
and purging operations
- to establish a gas-free
condition
- as a quality control before
changing cargoes
8.1.3. States that the atmosphere in a
cargo tank or enclosed space may
be dangerous due to flammability,
toxicity and/or lack of oxygen
8.1.4. States that no personnel should
enter or work in a tank or enclosed
space until safe working conditions
have been created
8.1.5. States that it is the responsibility of
the master or officer on duty to
ensure that safe working
conditions are created.
8.1.6. States that evaluation of the tank -
atmosphere is essential to safe
working conditions
8.1.7. States that, as a rule, a tank or
enclosed space should not be
entered
8.1.8. States that when entry is necessary,
precautions for safe working
condition should be observed
81.9. Explains precautions for working
in enclosed spaces
8.1.10. Explains procedures for testing of
tank atmosphere with regard to:
- Oxygen content
- Flammable vapours
- Toxic vapours

Required performance
8.2. Fire prevention and equipment R5-Ch.11 B1, A1-pa.7.2 Computer,
B2 A2-Fig. LCD
7.1, A3 Projector
8.2.1. Lists the elements of fire and
 explains the fire triangle
8.2.2. Explains the principles of fire
prevention
8.2.3. Lists the ignition sources and ways
of excluding them
8.2.4. States that ignition can occur when
an ignition source with a
temperature at or above the auto-
ignition temperature of a cargo is
introduced to the vapour phase of
the cargo.
8.2.5. Lists sources of emission of
flammable cargo vapour, such as
leaks from pumps, flanges, relief
valves, etc
8.2.6. States that most ignition sources on
board have a higher temperature
than the auto-ignition temperature
for most liquefied gas cargoes
8.2.7. States temperatures of such
common ignition sources as:
the flame of a match (1, 100°C)
electrical sparks (1,100)
- the light of a burning
cigarette (300-800°C)
8.2.8. States that the auto-ignition
temperature of most cargoes on gas
tankers varies from 165°C for
acetaldehyde to 630°C for methyl
chloride
8.2.9. Lists methods of controlling a fire,
in general, as:
- removing oxygen
- cutting off the supply of fuel
- removing the source of heat
by cooling
- inhibiting the burning
process
8.2.10. States that to control a liquefied
gas fire it is essential to cut off the
source of fuel
8.2.11. States that if the fuel source cannot
be isolated, it is safer to let the gas
fire burn, while cooling the
surrounding areas with water
8.2.12. Explains the phenomenon of
BLEVE
8.2.13. States that gas carriers are fitted
with a fixed water-spray system for
cooling, fire prevention and crew
protection
8.2.14. States that the water-spray system
covers tank domes, deck tanks,
manifolds, deck housing and
 superstructures facing the cargo
area
7.2.15. States that gas carriers are fitted
with a fixed dry-powder
extinguishing system covering the
deck area
8.2.16. States that gas carriers are fitted
with a fixed extinguishing system
for "total flooding" of cargo
compressor rooms and control
rooms in the cargo area
8.2.17. States that extinguishing agents for
total flooding systems are normally
either a halon or carbon dioxide
8.2.18. States that gas carriers are fitted
with an inert gas plant for fire
prevention in cargo tanks, void
spaces and other cargo-related
spaces
7.2.19. Describes water as a fire-fighting
agent and states that:
- it is readily available
- it should never be applied
onto a burning pool of liquefied
gas
- it is an excellent cooling
agent
- it can be used in spray form
to produce a water shield for the
protection of fire-fighters when
they are approaching a liquefied
gas fire to cut off the supply of fuel
to the fire
- it should not be directed
towards electrical equipment
8.2.20. Describes dry chemical powder as
a fire-fighting agent and states that:
- it has a good smothering
effect on flames
- it has an inhibiting effect on
flames
- it can be used in electrical
plants
- it is not toxic
- it has a low cooling effect
- it should not be used in
electronic instruments, control
panels, etc
8.2.21. Describes a halon as a fire-fighting
agent and states that:
- it has an inhibiting effect on
flames
- it can be used on fires in
electrical equipment and
 instruments
- it should be used in
conditions where it is not diffused,
i.e. in enclosed spaces
- it is toxic after breakdown in
fires
8.2.22. Describes carbon dioxide as a fire-
fighting agent and states that:
- it is an excellent smothering
agent
- it can be used on fires in
electrical equipment and
instruments
- it should not be injected into B2
explosive atmospheres as it may
generate static electricity
- personnel must have left the
space into which carbon dioxide is
to be injected
8.2.23. Lists the equipment of a fireman's R1-Reg. II-
outfit 2/17
8.2.24. States that all fire-fighting
appliances should always be kept
in good order and ready for use
States that, prior to commencing
cargo transfer, the ship's fire-
fighting equipment should be made
ready, and the international shore
82.25 connection should be at hand
8.2.26 Explains the importance of fire- B2
prevention procedures and lists
precautions with regard to:
- smoking
- electrical equipment
- tools
- flame screens
- bonding
- static electricity
- electrical storms
- auto-ignition
- spontaneous combustion

Required performance

8.3. Pollution B2 A1-pa. 7.3 Computer,

LCD
Projector
8.3.1. Defines pollution as inconvenience
or damage, caused by human
activities, to humans, animals,
plants and to our environment as a
 whole, by the spreading of
compounds to air, water or land
8.3.2. States that the pollution from
cargoes of liquefied gas tankers
can occur through:
- controlled release of liquid
and/or vapours
- uncontrolled release of
liquid and/or vapours
8.3.3. Explains controlled release of
liquid/vapour as:
- release of "uncondensable"
vapours from reliquefaction plant
- release of vapours during
inerting, gas-freeing and purging
- vaporizing of cargo liquid
from cargo piping and vaporizer
tanks
- emergency discharge of
cargo at sea
8.3.4. States that any noxious or
flammable vapours should be
vented to the atmosphere with
extreme caution, taking account of
such conditions as:
- type of vapours
- weather
- regulations
8.3.5. Lists and explains causes of
uncontrolled release of liquid or
vapour as:
- overloading of cargo tanks
- unforeseen opening of safety
relief valves
- burst hose and/or fracture of
cargo piping
- leakage from tank and/or
pipe
8.3.6. States that some liquefied gases
present a toxic hazard if their
vapours are inhaled
8.3.7. States that some of the toxic gases
are irritants to the skin and mucous
membranes
8.3.8. States that when a spillage of
liquefied gas occurs, the liquid will
vaporize, taking heat from its
surroundings
8.3.9. States that a spillage of liquefied
gas on the water may cause ice to
form on its surface
8.3.10. States that a bigger spill will be
visible as a white "cloud", which is
condensed water vapour from the
 atmosphere
8.3.11. States that the density of a vapour
cloud will vary, but that the cloud
almost certainly will be low, and
drifting downwind
8.3.12. States that the main hazards of a
vapour cloud are flammability,
toxicity and cold
8.3.13. States that some liquefied gases are
more or less soluble in water
8.3.14. States that discharge of jettisoning
of liquefied gas will present a
hazard to the marine environment
8.3.15. States that the master or duty
officer in charge of a transfer
operation involving cargo or
bunkers should know the
applicable pollution regulations
and ensure they are not violated

Required performance

8.4. Protection and safety equipment R5 - Ch. B1 A1-pa. 7.4 Computer,

14 A3 LCD
Projector
8.4.1. States that requirements for, and
the standard of, protective and
safety equipment are laid down by
international and national
regulations
8.4.2. States that all protective and safety
equipment should be regularly
inspected and kept ready for
immediate use
8.4.3. States that regulations call for
regular training and drills in the
use of safety equipment
8.4.4. Lists portable equipment required
on gas tankers for gas
measurements
8.4.5. Explains the function and
demonstrates the calibration of
portable gas-measuring equipment
8.4.6. As a member of a team, carries out
checks of a simulated tank
atmosphere with regard to:
- oxygen content
- flammability
- toxicity
8.4.7. Lists the parts in the protective
equipment for protection of crew
members engaged in cargo
operations
8.4.8. Lists respiratory and eye protection
for purposes of emergency escape
8.4.9. Explains the different types of
respiratory protection filters and
demonstrates their use
8.4.10. Explains self-contained breathing
apparatus and demonstrates its use
8.4.11. Lists the parts in a complete set of
safety equipment
8.4.12. Explains the use, storage and
maintenance of safety equipment
and protective equipment
8.4.13. Explains the medical first-aid
equipment for gas tankers
8.4.14. As a member of a team, carries out
exercises involving
- tank evacuation equipment
- resuscitation equipment

9 Cargo handling operations STCW Computer,

Code LCD
Sec A – Projector
V/1
pa. 30, 34
Required performance

9.1. General cargo Handling R5 - B2 A1-pa. 8.1 Computer,

,Ship/Shore preparation pa.18.6 to LCD
18.9 Projector
9.1.1. States that the master, or a
qualified officer appointed by him,
is responsible for the safety of the
vessel and all cargo operations
9.1.2. States that the responsible officer
should be present at all times
during cargo operations
9.1.3. States the importance of function
tests of all equipment in the cargo
system prior to any cargo
operations
9.1.4. States that all cargo operations
must be done in accordance with
local regulations
9.1.5. States that the master should
ensure proper liaison between ship
and terminal prior to and during
cargo-transfer operations

Required performance

9.2. Procedure for preparation B1, A1-pa. 8.2 Computer,

loading and loading B2 A2 – Fig. LCD
 8.1 to 8.5 Projector
9.2.1. On the assumption that a cargo
tank is clean and contains air,
explains preparation for loading as:
- inspection
- drying
- inerting
- cooling down
9.2.2. Explains the purpose and
procedure of the drying operation
9.2.3. Explains the purpose and
procedure of the purging operation
9.2.4. Explains the purpose and
procedure of the cooling-down
operation
9.2.5. States that if two or more cargoes
are carried simultaneously they are
segregated from each other to
avoid contamination and chemical
reaction
9.2.6. States that if it is needed, to avoid
contamination, segregation can be
achieved by double valves or blank
flanges
9.2.7. states that cargoes chemically
reactive with each other will have
to be totally separated in both the
liquid and vapour phases
9.2.8. States that this cargo separation is
to be obtained by means of
removable spool-pieces or pipe
sections
9.2.9. States that separate reliquefaction
systems are to be used when
mutually reactive cargoes are
carried
9.2.10. States that the Gas Carrier Codes R5-Ch. 17
provide special requirements for
the safe handling and transport of
certain cargoes carried on gas
tankers
9.2.11. Explains general preparations for
loading as:
- inspection of tanks, lines
and pumps
- inspection of gaskets in
cargo system
- tightening tests of flanges,
connections and tank hatches
- a function test of emergency
shutdown systems
- a function test of fixed gas-
measuring equipment
 - function test of instruments
for measuring pressure,
temperature and liquid level
- line-up inspection
- controlling the ship's
stability
- verifying that agreement for
the cargo-transfer procedure has
been reached with the responsible
terminal representative
- ascertaining that all safety
regulations are complied with
- cargo sampling and cargo
calculations
Required performance
9.3. Cargo measurement and A1-pa. 8.3 Computer,
calculation, CTS A2- Figs. LCD
8.5 to 8.7 Projector
9.3.1. Defines 'sounding' and 'ullage'
9.3.2. States that the IMO Gas Carrier
Codes stipulate rigid requirements
for the maximum filling of cargo
tanks
9.3.3. Explains reasons for tank filling
requirements
9.3.4. Defines the formula for calculating
the maximum allowable filling
limit of a cargo tank
9.3.5. States that a list or diagram
indicating the maximum allowable
tank filling limit for each tank and
for each product which may be
carried should be kept on board
9.3.6. Explains the influence of the
setting of the safety relief valve on
the filling limit of the cargo tank
9.3.7. Calculates the maximum allowable
filling volume of cargo tanks,
given the tank volume, the setting
of the safety relief valve, the type
of cargo, the loading temperature
and pressure-temperature data for
the cargo
9.3.8. Lists units used under the
International System of Units (S.I.)
and defines:

- volume
- density
- mass
9.3.9. Defines 'specific gravity'
9.3.10. Defines 'litre weight'
9.3.11. Defines 'weight in air' and 'weight
in vacuum'
9.3.12. Explains other measurement units
commonly used in cargo
calculations
9.3.13. States that when calculating
quantities of liquid gas cargo the
procedure includes:
- calculation of the liquid
phase
- calculation of the vapour
phase
9.3.14. Corrects the liquid level
measurements and calculates the
total cargo quantities in metric
tons, given the following factors:
- type of cargo and its liquid
and vapour temperature
- gauge reading of sounding,
ship's trim and list
- cargo tank pressure
- sounding tables and ASTM-
API-IP tables

- cargo liquid density at 15°C

- data sheet and tables for the
cargo
9.3.15. Converts mass to "weight in air"
9.3.16. Fills in a cargo report

Required performance
9.4. Loaded and ballast passage B1 A1-pa. 8.4 Computer,
A2- Fig. LCD
8.8 to 8.11 Projector
9.4.1. States that the term 'cargo
condition maintenance' refers to
the following:
- the cargo quantity is
maintained without undue losses
during passage
- the cargo tank pressure is
maintained within design limits
- the cargo temperature is
maintained or changed as required
9.4.2. States that cargo condition
maintenance is achieved
reliquefaction or, on LNG ships,
by using boil-off as propulsion fuel
9.4.3. Describes by means of a drawing
 an arrangement for reliquefaction
of cargo vapour
9.4.6. States that the refrigerant
efficiency can be either calculated
or read from a performance
diagram
9.4.7. Explains how to estimate the
refrigerant efficiency by means of
a performance diagram
9.4.8. Explains how to estimate the B2
refrigerant efficiency by
calculation
9.4.9. Describes and explains the factors
that reduce the refrigerant
efficiency
9.4.10. States that the cool-down time for
a cargo can either be calculated or
read from a diagram
9.4.11. Explains how to estimate the cool- A2-Fig.
down time of a cargo by means of 8.11
a diagram
9.4.12. States that when loading cargoes
with a temperature which results in
the pressure in the cargo tank
exceeding MARVS, the cargo
loading time depends on one, or a
combination, of the following
factors:
- the capacity of the ship's
reliquefaction plant
- the capacity of the ship's
cargo compressors
- the capacity of the terminal's
cargo compressors
- the capacity of the terminal's
reliquefaction plant
9.4.13 Describes and explains the factors
that have an influence on cargo
cool-down time and cargo loading
time

Required performance

9.5. Procedures for preparation for R5-pa. B1, A1-pa. 8.5 Computer,
unloading and 18.8 B2 A2 – Figs. LCD
unloading ,Emergency Discharge 8.12 & Projector
8.13
9.5.1. States that a LNG gas tanker may
be unloaded in different ways
depending on the ship type, the
cargo and the condition of the
terminal
9.5.2. Explains the relevance and
methods of discharging, such as:
 - pressure discharge
- pressure and booster-pump
discharge
- centrifugal cargo-pump
discharge
- centrifugal cargo-pump and
booster-pump discharge
9.5.3 Explains cargo discharge without
vapour return
9.5.4 Explains cargo discharge with
vapour return
9.5.5 Explains cargo discharge with
heating
9.5.6 States the necessity of starting
discharge carefully and slowly to
avoid thermal stresses in cargo
piping on board and ashore
9.5.7 States that overpressure should be
maintained in cargo tanks during
discharging
9.5.8 Explains ways of maintaining
overpressure if it tends to fall
during discharging
9.5.9 Explains general preparations for
discharging as:
- function tests of pumps and
valves
- function tests of instruments
for measuring pressure,
temperature and cargo level
- a function test of fixed gas-
measuring equipment
- cargo calculation and
sampling
- line-up inspection for
discharging
- checking for leakages in
cargo system
- controlling pressure during
discharging
- controlling the ship's
stability
- verifying that agreement for
the cargo-transfer procedure has
been reached with the responsible
terminal representative
- ascertaining that all safety
regulations are complied with
9.5.10 Explains procedures for ship-to- B7
ship transfer
9.5.11 List principles
Outline how LNG will behave
when discharged on to sea
Apply procedures
 Explain safety procedures to be
implemented
Explain pipe line ‘line-up’
requirements
Operate cargo pumps to maximize
efficiency but minimize risk
9.6 Hold Space and Cargo Tank
Drying ,Nitrogen purging,
inerting of Cargo System
9.6.1 Discuss reasons
9.6.2 Apply correct line up of supply
and exhaust valves and pipelines
9.6.3 Plan and execute operation of inert
gas plant to deliver dry air
9.6.4 Assesses temperature and dew
point requirement for supplied air
9.6.5 Assess alarm set points
9.6.6 Apply monitoring procedure and
analyses locations
9.6.7 Assess dew point monitoring
9.6.8 Describe parameters used to
determine operation completed
9.6.9 Discuss different procedures
required on Spherical and
membrane vessels and explain why
9.6.10 Apply Correct line up of Supply
and exhaust valves and pipeline
9.6.11 Asses option regarding exhaust
gases
9.6.12 Operate Nitrogen generators
9.6.13 Explain methods of temperature
and dew point requirements for
supplied N2
Explain alarm set points
Required performance
9.7 Inerting ,Cool down of cargo B1, A1 – pa. Computer,
system ,warming up cargo tank, B2 8.7 LCD
Procedure for dry docking and A2- Figs. Projector
tank cleaning 8.14 to
8.18
9.7.1. States that there are general
requirements for a cargo tank's
condition prior to loading LNG.
9.7.2. States that, prior to loading certain
gas cargoes, visual inspection of
cargo tanks is required
9.7.3. On the assumption that a liquefied
gas cargo is discharged and the
vessel is to proceed to dry dock
and go through a visual inspection,
explains tank-cleaning procedure
as:
- warming up
 - inerting
- gas-freeing
- tank cleaning
- visual inspection
9.7.4. Explains the purpose and
procedure of vaporizing cargo
residue and warming up the tank
shell
9.7.5. States that it is essential to remove
all cargo liquid remaining in tanks
or piping before starting inerting
operations
9.7.6. Explains the basic methods of
inerting as
- inerting by displacement
- inerting by dilution
- inerting by vacuum/pressure
9.7.7. Explains the purpose and
procedure of gas-freeing
9.7.8. Explains generally the methods of
tank cleaning
9.7.9. Describes with the aid of a
flammability diagram the inerting
and gas-freeing operation and
states when the tank is safe with
regard to:
- flammability hazards
- health hazards
9.7.10. Explains the effect of the density
of cargo vapour on the inerting
procedures
LCHS (LNG) Operations A1
9.8
Familiarisation with LNG ships
can be taken up using LNG
9.8.1 Simulators.
A moss type or membrane type
LNG, its tanks and its supports,
piplines,and instruments can be
8.8.2 shown using these Simulators.
10 Ship/Shore Interface STCW B1, A1 – pa. 9 Computer,
Code B2 LCD
Sec. A-V/1 Projector
pa. 31
Required performance

10.1 States that safe operation alongside

a terminal is based on safety
regulations, good communication
and the best possible co-operation
between ship and terminal
10.2 States that the ship and the
 terminal have a mutual duty to
exchange the necessary
information preparatory to berthing
10.3 Lists information to be made
available by the terminal in the
case of loading and/or discharging
10.4 Lists information to be made
available by the vessel in the case
of loading and/or discharging
10.5 States that the responsibility for
correct and safe operations in port
is divided between the master, port
captain and terminal manager
10.6 States that the master should
ensure proper liaison between ship
and terminal
10.7 States that, prior to any loading or
discharging operation, a pre-cargo-
transfer meeting should be held
between the responsible personnel
from the ship and the terminal
10.8 Lists generally the subjects to be
discussed in a pre-cargo-transfer
meeting
10.9 States that a ship/shore safety
checklist should be completed
jointly by the responsible persons
on board and on the terminal
10.10 Describes generally the checklist
and explains the reasons for and
the relevancy of the items to check
10.11 Lists the safety precautions and
procedures for personnel on watch
prior to and during cargo-transfer
operations

11. Emergency Operations STCW Computer,

Code LCD
Sec. A-V/1 Projector
pa. 30, 33,
34
Required performance

11.1. Organizational structure and B1, A1-pa. Computer,

planning B2 10.1 LCD
Projector
11.1.1. States the need for an emergency
organization and lists the main
components of the organization as:
- emergency command centre
- emergency party
- backup emergency party
- engineer's group
11.1.2. States that the ship's muster list
and emergency instructions should
specify details such as:
- personnel, assembly point
and basic action for each group in
the emergency organization
- location of equipment for
each group
11.1.3. States that all personnel should
know their place in the emergency
organization and be familiar with
their duty in case an emergency
procedure is being initiated
11.1.4. States that emergency operations
have to be pre-planned by the
organization, and appropriate drills
have to be held if they are to
succeed
11.1.5. States that an emergency plan
should be directed to:
- the rescue and treatment of
casualties
- safeguarding others
- minimizing damage to ship,
property and environment
- containing and bringing the
incident under control

Required performance

11.2. Alarms B1, A1-pa. Computer,

B2 10.2 LCD
Projector
1.2.1. States that fire alarm signals or
general alarm signals, as
appropriate, must be given in the
case of:
- fire
- collision
- grounding
- man overboard
- major spillage of cargo
liquid or release of vapour
- other emergency situations
which call for emergency actions
11.2.2. states that a ship's muster list and
emergency instructions should
specify details of the emergency
alarm signals
11.2.3. lists other important alarms as:

- gas alarm
 - cargo system alarm
- CO2 alarm
- radio alarm
- engine-room alarm

- inert-gas alarm

Required performance
11.3. Emergency procedures (Cargo B1, A1-pa. Computer,
Pump Failure, Leak from Cargo B2B 10.3 LCD
Tank, Loss of primary Barrier, B8 Projector
Ballast Tank Leakage into
Containment spaces, Nitrogen,
Supply failure, Jettsion of
cargo, Overfilling of a cargo
Tank, Loss of cargo Pipeline
Containment , Failure of
integrated Automation System,
Uncontrolled Released of Cargo.
11.3.1. States that the ship's muster list
and emergency instructions should
specify the action to be taken by all
crew members and officers in case
of an emergency
11.3.2. States that emergency procedures
for accidents involving cargo
spillage are given in the ICS Cargo
Data Sheets
11.3.3. States that there should be frequent
drills in emergency procedures
11.3.4. States that the general procedure in
an emergency should be:
- raising the alarm
- crew assembly
- crew check
- remedial action
11.3.5. As a member of a group simulating
a ship's emergency organization,
plans emergency procedures in the
case of:
- fire

- collision
- grounding
- leakage of water into hold or -
inter-barrier space
- cargo containment leakage
- burst cargo hose or pipe
Discussion on Indian Natural
12 Gas Carriers and films
13 Assessment /Discussion
Part D : Instructor Manual

Introduction
The instructor manual provides guidance on the material that is to be presented during the course.
The course material reflects the mandatory minimum requirements for the training and
qualifications of officers and ratings on liquefied gas tankers as specified in paragraph2.2 of
regulation V/1 of the International Convention on Standards of Training, Certification and Watch
keeping for Seafarers, 1995

The material covers the following topics:

1. Introduction
2. Chemistry and Physics
3. Hazards
4. Rules and Regulations
5. Ship Design and Cargo Containment
6. Cargo Handling Systems
7. Safety
8. Cargo Handling Operations
9. Ship/Shore Interface
10. Emergency Operations

The texts used as references throughout the course are:

B1 Liquefied Gas Handling Principles on Ships and in Terminals.
B2 Tanker Safety Guide (Liquefied Gas)
B3 Gas Carriers.
B4 Liquefied gases marine transportation & storage by Alain Vaudolon
B5 Liquefied Gas tanker practice by Capt. T.W. Woolcott

R2 International Convention on Standards of Training, Certification and Watch keeping for

Seafarers, 1995.
R5 International Code for the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk (I GC Code), as amended
R6 Medical First Aid Guide for Use in Accidents involving Dangerous Goods (M FAG), as
amended

The course outline and timetable provide guidance on the time allocations for the course material,
but the instructor is free to make adjustments as necessary. The detailed teaching syllabus must
be studied carefully, and lesson plans or lecture notes compiled where appropriate.

It will be necessary to prepare material for use with overhead projectors or for distribution to
trainees as handouts. Some sketches and diagrams are provided at the end of the guidance notes.
These will provide examples of the kind of material, which is useful in supporting the
presentation of the course

Throughout the course it is important to stress that, aboard ships rules and regulations must be
strictly observed and all precautions taken to maximise safety and minimize harmful effects to the
environment

A work example of a simulator –based training exercise is included in Appendix 2.This

illustration 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 standards
system, which will have to be introduced at training institute according to STCW 95
Guidance notes
1 Introduction
This section covers an introduction to the course, explains the sources and production of liquefied
gas, the development of gas transport by sea, the types of cargo and the conditions of carriage. It
also describes the different types of ships used for transporting liquefied gases.

1.1 The course 0.5 hour

This is a brief explanation of the course, its background and its purpose. It should include a
presentation of the International Convention on Standards of Training, Certification and Watch
keeping for Seafarers, 1995 (the 1995 STCW Convention), and the mandatory minimum
requirements for training set out in the Convention should be explained and discussed.

Regulation V/1 of the 1995 STCW Convention (R2) provides the necessary text on which to base
the lesson. The block diagram in the Annex to this course may be used to give the trainees a
general view of the requirements for training and qualifications of personnel on liquefied gas
tankers.

At the end of this lesson, a lesson plan with a list of topics should be presented. This will give the
trainees a view of the course content and the course objectives.

During the course, liquefied gas tanker terminology should be used and, when necessary,
explained. The trainees should also be issued with a "dictionary of terms" for their own reference.
The list of trade terms given in reference 81 can be used for this purpose.

1.2 Production of liquefied natural gas 1 hour

The objective of this lesson is to give the trainees a general introduction to the main groups of
cargoes to be carried and to the production of liquefied gas.

1.3 Sea transport of liquefied natural gas 0.5 hour

This part deals generally with the transport of liquefied gas at sea and should familiarize trainees
with the methods of carriage and the most common cargoes.

2 Chemistry and Physics

This section covers the elementary chemistry and physics of liquefied gas cargoes and basic
thermodynamic theory. The subject should be explained in simple terms, and drawings or
diagrams should be used in order to clarify a rather complex topic.

2.1 Properties and characteristics of liquefied natural gases and their vapours 2 hours
The purpose of this lecture is to familiarize the trainees with the basic chemical properties of the
different cargoes or groups of cargoes on gas tankers. The instructor should start by describing
the most common hydrocarbon molecules and pointing out the difference between the molecules
of saturated hydrocarbons, of unsaturated hydrocarbons and of chemical gases. Chemical
reactions and ways of preventing them should be explained in relation to the different molecular
structures, and reference should be made to ICS Cargo Data Sheets for
common cargoes.

2.2 Basic thermodynamic theory 1.5 hours

The purpose of this lecture is to familiarize the trainees with basic thermodynamic theory. It is
important to explain and describe this theory as simply as possible, and to try to put the topic in
concrete form. The general gas equation is derived by combining Boyle's Law and Charles' Law
and is stated as:

A gas that follows this equation is called a “perfect” or “ideal” gas. P stands for absolute pressure,
V for volume and T for the temperature in Kelvin.

The equation can be used for nitrogen without problems but is less usable for LPG and ammonia.
If diagrams of the properties of a gas are not available, the gas equation must be used. The idea is
to calculate the standard volume, e.g. the volume at O°C and at an absolute pressure of 1
atmosphere.

When explaining the ideal gas laws, describe how the old physicists used a pump in their
experiments. It should be borne in mind that most of the basic knowledge needed to understand
the topic "Reliquefaction systems and control of boil-off" (objective 6.5) should be acquired
during this lesson.

2.3 Properties of single liquids 1 hour

The purpose here is to explain certain physical properties of cargo liquids and their vapours so
that the trainees can read and understand physical data given in the ICS Cargo Data Sheets and
make use of diagrams for pressure, temperature and densities.

2.4 Nature and properties of solutions 1 hour

Some liquefied gas cargoes are carried as solutions (Le. LPG). This lecture should explain in
simple terms the nature and properties of solutions, and elucidate some basic physical
phenomena.

All gases - also the vapours emitted from liquefied gas cargoes - can mix with each other by
diffusion. The reason for this is that the molecular movement in a gas is quite random and
disorderly. As a consequence, a gas molecule will, in time, move everywhere within the volume
available. Molecules from different gases will spread evenly throughout a volume.

Some liquids can also mix with each other by diffusion (for instance, ethanol and water) if they
are soluble an chemically compatible. Such mixing is sometimes done, in practice, when
transporting LPG, which may be a mix or solution of ethane, propane, and buta

Gases can dissolve in liquids. We say that the liquid absorbs the gas, and that this phenomenon is
called absorption. If no chemical process follows the absorption, the amount of gas absorbed will
be proportional to the pressure above the liquid.

The solubility of different gases in the same liquid at the same pressure will be different.
Solubility will also vary with temperature.

3 Hazards
This section of the course deals with the hazards of liquefied gas in relation to health, reactivity
and flammability.

3.1 Health hazards 1 hour

During this lecture the trainees should be introduced to the health hazards of liquefied gas
cargoes. After the lesson, trainees should be able to understand the health data given in the Cargo
Data Sheets for any cargo commonly carried on gas tankers, and should be familiar with the
medical terms used

The ways in which liquefied gases and their vapours may be toxic, and the acute and chronic
effects following exposure to toxic cargoes, should be made clear. Inert gas and inhibitors, which
are commonly used on gas tankers, also have toxic properties and should be discussed in this
connection. The fact that combustion or fire may produce toxic gases, and that poisonous fumes
may be emitted from burning cargoes or materials, should be explained. This section should also
cover the hazards of oxygen deficiency caused by the presence of gas in closed spaces

3.2 First - aid treatment 1 hour

IMO Model Course 1.14 covers medical first-aid training as required by Section A-VI/4
paragraph 1 of the STCW Code. This session is revision with the focus on response to cargo
related accidents on liquefied gas tankers

3.3 Reactivity 0.5 hour

This lecture deals with the reactivity of liquefied gas cargoes. The trainees should be made
familiar with the ways of cargo reactions and how reactions are avoided. The lecture concerning
reactivity should cover an explanation

of the process and the terms polymerization, hydrate formation and peroxide formation.

The “reactivity data” column of the Cargo Data Sheets in appendix 1 of reference 82 should be
referred to during this lecture in order to relate the aspects of reactivity to common cargoes
transported on gas tankers.

3.4 Flammability and explosion hazards 1 hour

All liquefied gas cargoes, with the exception of chlorine, are flammable, and their vapours may
form flammable mixtures. This fact should be the basis of this lecture, and the trainees should be
given a thorough explanation of the aspects of flammability and explosion. The main object of
this lesson is that the trainees should be able to fully understand the fire and explosion data given
for any common cargo and be able to use these data for the safe handling of cargoes and their
vapours.

3.5 Repairs and hot work 0.5 hour

Trainees must understand that repair work outside the engine room which necessitates hot work
should only be undertaken when it is essential for the safety or immediate operation of the ship,
and no alternative repair procedure is possible. No work should be undertaken unless covered by
a permit to work.

Hot work outside the engine room (and in the engine room when associated with fuel, lubrication
or cargo systems) must be prohibited until the requirements of national legislation and other
applicable regulations have been met, safety considerations taken into account, and a hot work
permit has been issued. This may involve the master, owners' superintendent, shore contractor,
terminal representative and port authority as appropriate

4 Rules and Regulations

This section introduces trainees to the international and national rules and regulations affecting
shipping of gas. Institutions implementing this course should introduce their national
requirements and regulations as necessary.

4.1 International and national codes and regulations 0.5 hour

This section should include a presentation of international requirements and regulations and
related national rules. The syllabus is self-explanatory with regard to international regulations,
but the trainees must also acquire the necessary knowledge of national rules and regulations

References R1, R2, R7 and RB should be made available to the trainees for this lecture

4.2 Gas Carrier Codes 0.5 hour

The Gas Carrier Codes comprise:

International Code for the Construction and Equipment of Ships carrying Liquefied
Gases in Bulk (Ref. R5)
Code for the Construction and Equipment of Ships carrying Liquefied Gases in Bulk
(Ref. R4)
Code for Existing Ships carrying Liquefied Gases in Bulk (Ref. R3)

The purpose of this lesson is to familiarize trainees with all aspects of the Codes, including their
purpose, philosophy, layout and application. Related national codes and regulations should also
be presented

The syllabus provides the information on which to base the lecture. References R3, R4 and R5
should be made available to the trainees for this lecture. Figures 4.1 A and 4.1 B may be used for
introducing chapter 19 of the Codes

Instructors should note amendments to the IGC Code adopted by MSC Resolutions MSC.32(63)
and MSC.59(67) which entered in to force on 1 July 1998. These amendments include increased
loading limits for type C tanks without the additional pressure relieving system if the cargo vent
system is shown to be adequate using the guidelines developed by the IMO. Chapter 15, Filling
limits for cargo tanks, has been revised with related amendment to Chapter 8, Cargo tank vent
systems. Amendments in MSC.59(67) mainly replace expressions such as 'satisfactory to the
Administration' by requiring compliance with recognized standards', which are defined.

Reference B11 describes how ship owners and ship masters can apply the new rules in
practice

4.3 Certification and surveys 0.5 hour

This lecture should give the trainees a general view of surveys and certification of liquefied gas
tankers. The lecture should cover both international and national certification.

Reference B1, paragraph 3.7 provides text additional to that in the syllabus. Reference R1
provides regulations covering surveys and certification of ships in general, and reference R5
gives the surveys and certification regulations for liquefied gas tankers

Forms of certificates for liquefied gas tanker should be presented to the trainees during this
lecture

5 Ship Design and Cargo Containment

This section deals with the typical design, arrangement, and cargo-containment system of
liquefied natural gas tankers

5.1 Construction and equipment requirements 0.5 hour

The purpose of this lecture is to make the trainees familiar with the construction and equipment
requirements. It should start with a description of chapter 19 of the International Gas Carrier
Code (Figures 4.1 A & 4.1 B). When explaining the content of the different columns, the
instructor should relate each column to the actual chapter in the Code (Figure5.1)
The syllabus is self -explanatory and should give the necessary background material for this
lecture.

5.2 Ship arrangements 1.5 hours

The essential message in this lecture is that the use of segregation, separation and airlocks is
fundamental to the safety of gas tankers. The instructor should begin by explaining that the cargo
area has to be segregated from other parts of the ship and that it is divided into defined gas-
dangerous and gas-safe spaces and zones. This division makes it easier to establish rules for
construction and equipment requirements within the different parts of a gas tanker and, thereby,
increase the safety. The next step is to illustrate these terms with a sketch of a gas tanker (Figure
5.2) on which gas-dangerous spaces and zones are marked out.

5.3 Cargo containment 1.5 hours

The purpose of this lecture is to describe the different cargo-containment systems on liquefied
natural gas tankers and to explain factors that have to be taken into consideration when designing
these systems. It should also include a short briefing on the IMO requirements concerning
secondary barriers

5.4 Ship types and survival capability 0.5 hour

The instructor should start by explaining the reasons for IMO's grouping of natural gas tankers
and the factors resulting in this grouping

6 Equipments and support systems

7 Cargo Handling Systems

This section deals with cargo systems, cargo equipment, instrumentation and auxiliary systems on
liquefied natural gas tankers

7.1 Tanks, piping and valves 2 hours

The purpose of this section is to describe the cargo piping arrangements and handling of the cargo
hose

Construction of a composite cargo hose

inner wire spiral of stainless steel
several layers of woven nylon fabric
numerous layers of nylon film
several layers of woven nylon fabric
numerous layers of nylon film
several layers of woven nylon fabric
outer wire spiral of stainless steel
sisal rope lagging, in close pitch.

Construction of a stainless-steel cargo hose

A stainless-steel cargo hose constructed for handling liquefied gases is normally built up on a thin
tube from the inside, as follows

a tube made out of a thin sheet of stainless steel one or

several layers of woven stainless-steel braid.

7.2 Cargo ventilation system 1.5 hours

The purpose of this lecture is to describe the system which gives automatically controlled
protection against too high or too Iowa pressure within the cargo handling system. It is important
to point out the relationship between the set point of the cargo tank safety relief valve and the
filling limits for cargo tanks.

7.3 Pumps and the unloading system (Cargo pumps and spray pumps) 4 hours
The purpose of this section is to describe pumps and the unloading system aboard liquefied gas
tankers in some detail. To understand the complexity of pumping liquefied gas, it is necessary to
relate the selection of a cargo pump to the properties of the cargo and to requirements for its
installation. It is important to explain and discuss the general handling of centrifugal pumps

Selection and arrangement of pumps

Pump types
Pumping is the transferring of liquid from one point to another. This is done by adding energy to
the liquid. There are a number of different types of pump. Each type has its own special
properties and, therefore, particular benefits and drawbacks. When a pump is to be selected for a
specific job, its stipulated working conditions must be thoroughly evaluated. The following
factors are important when evaluating these conditions

suction condition
stipulated discharge pressure
required capacity
required range of capacity
required pump characteristic
properties of the liquid being pumped
required dimensions
installation requirement.

On the basis of this information, the pump producer, in co-operation with the customer, will
evaluate the actual types of pump suitable for the work to be done

The different pumps are normally divided into two main groups, determined by their working
principle, Figure 6.11 shows this grouping. Displacement pumps displace the liquid by
decreasing the volume of the pump. This is done when the piston inside of a piston pump moves
up and down and when the screws rotate inside a screw pump. Kinetic pumps increase the kinetic
energy of a liquid by increasing its velocity. Clearly, the centrifugal pump and the eductor have
different working principles, but both are kinetic pumps. We will look more closely at these types
of pump late

When evaluating the pump's working conditions, two factors which make pumping of liquefied
gases rather extraordinary must be borne in mind. These are the properties of the liquefied natural
gas and the requirements for the installation of the pump. The most important factor in the
pumping of liquefied gas is that the temperature of the liquid cargo is normally equal to the
bubble point. To understand this influence on pumping, we have to look closer at the terms
"suction lift", "suction head" and "NPSH".
Suction lift, suction head and net positive suction head (NPSH)

If the end of a vertical pipe is submerged into cold water and the air inside the pipe is sucked out,
the water level rises inside the pipe (Figure 6.12). This is the result of the difference between the
pressure inside the pipe and the atmospheric pressure. When the pressure inside the pipe is equal
to the water's vapour pressure, the water starts to boil. At this point it is physically impossible to
raise the water level any more. This level is the maximum theoretical suction lift for this specific
liquid under these specific conditions.

If a pump with a specific capacity is started at water level and then gradually lifted upwards, the
flow will, at a certain level which is constant for that pump at that capacity, clearly be interrupted
before the maximum theoretical suctions lift has been reach. This is because there will always be
a loss of energy within a pump and its suction pipe. The pressure at the pump inlet is therefore
lower than indicated by the water level, and the liquid starts to boil when the pressure is equal to
its vapour pressure. This level is the pump's permissible suction lift at this specific capacity. The
difference between the maximum theoretical suction lift and the pump's permissible suction lift is
the pump's net positive suction head above the liquid vapour pressure, abbreviated as NPSH. It is
important to state the difference between available NPSH and required NPSH

The term "suction lift" is normally used when the pump's suction supply is below the pump's
centerline and the suction pressure is theref ore less than atmospheric pressure. The suction lift is
always a negative suction head, measured below atmospheric pressure. The total suction lift is the
sum of the static suction lift measured to the pump's centerline and the loss of energy, expressed
in head

The term "suction head" is normally used when the pump's suction supply is above the pump's
centerline, and the suction pressure therefore is greater than the atmospheric pressure. The suction
head is the static head on the pump suction line above the pump centerline minus the loss of
energy within the pump and its suction pipe, expressed in head

If the water is replaced by fully refrigerated propane (Figure 6.13) and we start to suck out vapour
from the pipe, the surface of the liquid inside the pipe will not rise. The liquid just boils off and it
is impossible to reduce the pressure above the liquid. In a cargo tank the pressure over the liquid
surface is normally equal to the vapour pressure. If the same pump, with a specific pumping
capacity, is started while it is submerged in the propane liquid and then gradually lifted upward,
the flow will clearly, at a fixed level, be interrupted. This level will be below the liquid surface.
This is because, as mentioned above in connection with pumping water , there will always be a
loss of energy within a pump and its suction side.

On refrigerated gas tankers, where the pressure over the liquid surface (tank pressure) may be
low, the cargo pumps are installed inside and at the bottom of the cargo tanks.

It is rather impractical to mount piston and screw pumps in this position because of the complex
construction of these pumps. Centrifugal pumps and eductors are simple in design, have few or
no mechanical parts and are easy to maintain. From this point of view, the alternatives for
pumping liquefied gas are submerged centrifugal pumps and/or eductors

On fully pressurized gas tankers, however, the centrifugal pumps may be mounted on deck. This
is possible because the high pressure inside the cargo tank delivers the cargo to the pump's
suction side. During discharge, the high tank pressure can be maintained by compressors.
Consequently, the unloading of liquefied gas is done by one, or a combination, of the following
methods:
a submerged centrifugal pump
a submerged centrifugal pump and a booster pump on deck
a submerged eductor
pressurizing and a deck-mounted cargo pump
pressurizing.

The eductor
The eductor is a pump of simple design consisting of three main parts, which are the nozzle, the
blend tube and the diffuser (Figure 6.14). A propellant (gas or liquid) flows through the nozzle
and into a blend tube. The velocity of the propellant will naturally increase as it passes through
the nozzle. As a result of the propellant's velocity, direction, impulsive force and the frictional
force between the propellant and the liquid that is to be pumped, the pumped liquid is led into the
blend tube. The blend tube is connected to an expanding tube, the diffuser. Here some of the
kinetic energy supplied to the liquid in the blend tube is transformed into
potential energy.

The pumping capacity of an eductor depends on the following factors:

frictional force between propellant and pumped liquid
suction head
discharge head
velocity of propellant
frictional losses.

The benefits of an eductor are that it:

has no moving parts
is simple in design
is not influenced by impurities in the liquid is
able to pump both vapour and liquid.

The eductor's main drawback is that the propellant is mixed with the pumped liquid. Obviously,
the propellant has to be compatible with the pumped liquid. For pumping liquefied gases, the only
actual propellants can be the cargo, inert gas or nitrogen.

As we have already learned, an eductor may never be able to pump liquefied cargoes from a level
lower than the blend tube. In practice the eductor's suction supply must be at a level above its
centreline. The presence of frictional losses makes it necessary that there is a certain minimum
liquid level above the pump centreline (Figure 6.15).

The efficiency of an eductor is normally 30 to 40%, and, as the efficiency of the propellant pump
is normally 70%, the total system efficiency is too low. Consequently, the eductor is not used as a
main cargo pump on liquefied gas tankers. Today it is used as the emergency pump in cargo tanks
(Figure 6.15) or as a pump in hold spaces (Figure 6.16).

The centrifugal pump

The main cargo pump on liquefied gas tankers today is a centrifugal pump. The benefits of a
centrifugal pump are that it:
has no valves
is simple in design
operates at high capacity if necessary (this makes the pump's size relatively small)
generates no pulsations
does not sustain immediate damage if the discharge valve is closed.

The drawbacks of a centrifugal pump are that it:

is difficult to construct for low capacities
is difficult to construct for high differential pressure per stage has
high efficiency only at a limited range of speeds
is normally not self-priming
can allow backflow if there is no check valve in the discharge line
cannot easily pump high-viscosity liquids.

The first and last drawbacks are not relevant to pumping liquefied gases. Low differential
pressure is solved by multi-stage pumps and the use of booster pumps. A check valve in the
discharge line eliminates backflow if the pump stops. The suction capability is improved by
installing the pump lower than the bottom of the cargo tank (in a pump sump) and by the use of
inducers.

A centrifugal pump sets the liquid into motion by means of its impeller, and the centrifugal force
accelerates the liquid out of the impeller. The increased kinetic energy (increased velocity) is
transformed wholly or partly into potential energy. Some of this energy is lost because of:

frictional losses within the pump

deflection and impulsive losses
frictional losses at the suction side.

The total losses are proportional to the flow.

A centrifugal pump creates a vacuum at its inlet side. The pressure above the liquid surface
moves the liquid to the impeller. If the liquid is at a temperature close to its boiling point, its
vapour pressure is easily reached at the pump inlet. The liquid starts to boil and bubbles are
formed.

Further along the impeller the pressure increases and the bubbles collapse. If this occurs when the
bubbles touch the metal, the shock caused by the collapsing bubbles may be extremely powerful.
This phenomenon is called cavitation and will always interrupt the flow
and may cause damage to the impeller and to the pump housing. The effects of cavitation
may be:

damage to the impeller and housing

noise
vibration
loss of efficiency.

All of these effects of cavitation are destructive and must therefore be eliminated or
minimized

In view of these facts, we easily understand that the suction pressure must be greater than the
liquid's vapour pressure if we want to avoid cavitation. In other words, the advisable energy at the
pump inlet must be equal to or greater than the suction pressure.
The graph supplied with the centrifugal pump is developed on the basis of pumping tests with a
specific liquid at a specific temperature and density, with a specific impeller and at a specific rate
of revolution. The Q-H curve describes the relationship between total head and flow. The graph is
normally also supplied with curves describing the pump's power consumption, efficiency and
NPSH. The 'design point' will be where the efficiency, NPSH, power consumption and flow give
the best general result.

The total head is independent of the liquid's density, but the differential pressure and power
consumption will vary proportionally to the density.

When evaluating a centrifugal pump's graph, we always have to remember that the curves are
made for a specific liquid and under specific conditions. Changes in rate of revolution displace
curve for power consumption. Changes in rate of revolution displace the Q-H curve up or down.
When the criteria for the development of a pump's graph remain unaltered, the only factors that
may influence the performance curve are increased viscosity of the liquid and reduced condition
of the pump.

The viscosity of the liquid will, depending on the changes, influence the performance curve. If
the viscosity is increased by more than 4 cSt (centistokes) the total head, flow and efficiency are
reduced. The viscosity of the most commonly pumped liquids on liquefied gas tankers varies by
less than 4 cSt and it is therefore not necessary to take this influence into account.

There are several ways of measuring a pump's condition. It is normal to measure the pump's head,
flow and power consumption. However, several small interruptions of work conditions cannot be
measured. In practice, there are three main ways of checking and thereby preventing damage to
the pumps:
visual inspection
periodic maintenance
checking for vibration and noise.

The Q-H curve in Figure 6.21 shows that maximum head is about 130 metres liquid
column(abbreviated as 'mlc'), where the output is of course zero. On the curve is shown the so-
called design point', as a head of 110 mlc, giving an output of 108 m 3/h; this point represents the
most economical working condition of the pump. The curve of efficiency also shows this, giving
a maximum efficiency of 51 %.

At the bottom is a curve for NPSH (Nett Positive Suction Head). To keep the pump working
correctly, the pressure on the suction side has to be greater than NPSH + VP to keep the pump
from cavitating. Note that the greater the flow rate the greater the NPSH Figure 6.21 also shows a
curve for the consumption of horsepower with products having a specific gravity of 1.0. The
actual consumption of horsepower can be found by taking a value from this curve and
multiplying by the specific gravity (SG) of the product. Also included is a curve for SG = 0.97,
which represents vinyl chloride monomer (VCM); this is the heaviest product carried in gas
tankers. As the maximum output of the pump motor is 80 HP, the maximum quantity of VCM
that can be pumped will be 55 m3/h at a head of 122 m in order to prevent overloading the
electric motor

Because of great variation in tank pressure it may be necessary to calculate the head, which is
done by the form
To check on the throughput of a pump during discharge, a proper calculation, as shown below,
can be made (see Figure 6.22).

The tank contains ammonia, of SG = 0.65 at ambient temperature.

as the consumption of horsepower is directly proportional to the SG of the liquid.

As such calculations are quite troublesome, the curves can be rearranged if the pump is normally
run at only one speed. Figure 6.23 shows a set of curves calculated form a normal set of Q-H
curves for a pump running at 1780 r.p.m. Instead of head there is a scale of kg/cm2 to the left in
the diagram. The Q-H curve for SG = 1.0 is plotted in and, by dividing by the different specific
gravities, the other curves are calculated. For each Q-H curve the same calculations have been
carried out to give the corresponding HP curve

This transforming of pump curves can be carried out in any ship with constant-speed pumps. In
cases where the pump speed is variable, another more complicated form of curve can be produced

Actual discharge rate at a specific installation (Figures 6.24 and 6.25)

Looking at the Q-H curve, the pump must operate at some point of this curve . The actual point is
determined by the shore curve, representing the pressure, which the pump has to work against.
This head is partially due to a static pressure (determined by the difference in height between the
tank ashore and the connection to the ship at the jetty) plus pressure in the shore tank. To this is
added a dynamic pressure, due to resistance in the line and increasing as the output of the pumps
increases. Before the start of pumping it is the static pressure, which is measured at the manifold

The relationships between head and flow for the ship and the shore installation must follow their
respective curves. If the ship is discharging to a shore system, the head at the ship's rail for a
particular flow must be the same for the ship as for the shore. There is only one possible point
where this is true, and this point is easily found by superimposing the two curves on the same
graph

Please note that a long shore line of a small dimension means a steep shore curve. If the static
pressure and the dynamic pressure from the shore are rather low, running the pumps in parallel is
advantageous. Pumps in parallel service have a common Q-H curve, which can be constructed by
adding the curves for individual pumps horizontally. Figure 6.24 shows how this is done.

If the backpressure is very large or if the shore curve is very steep, it is of no use to let two or
more pumps work parallel to each other. Pumps operating in series may be the solution
In such situations the use of the booster pump has to be considered. Normally, the capacity of the
booster pumps is designed to equal that of two deep well pumps in parallel

A common curve for such a situation can be obtained by adding the curves for two deepwell
pumps horizontally and then multiplying by 2 vertically

Automatic control and protection

For the safety of gas tankers, and to protect the cargo pumps, the latter are equipped with one or
more of the following shutoff devices:

differential pressure gauge

ammeter
floatgauge(s)
flow switch

6.4 Heat exchangers 0.5 hour

The purpose of this lecture is to describe the different arrangements of heat exchangers and their
use

6.5 Reliquefaction systems and control of boil-off 3 hours

The purpose of this lecture is to explain the necessity of controlling cargo boil-off and to describe
the different methods of reliquefaction. In this lecture it is important to explain and describe the
different ways of controlling boil-off in simple terms. During the lesson the

trainees should be instructed in the safe and correct handling of cargo boil-off systems. It is
important to explain the limitations of the different reliquefaction cycles. In LNG ships, Boil off
can be controlled by compressing the vapours by L/D compressors and then heating it using H/D
heaters and taken to Engine room for boilers to be used in steam turbine .

6.6 Inert gas system 1.5 hours

The purpose of this lecture is to describe an inert gas generator system. It should be emphasized
that a high content of soot in inert gas is a result of bad combustion conditions and must be
avoided. The limitations of using inert gas produced in an inert gas generator must be discussed.
Because of the relatively high content of carbon dioxide, ammonia should not be mixed with inert
gas. Ammonia and carbon dioxide may react, resulting in the formation of ammonium carbonate
or ammonium carbonate. Another limitation is that some cargoes require a lower oxygen
concentration than that of the inert gas that can be produced on board.

6.7 Instrumentation and auxiliary systems and CTS 1.5 hours

The purpose of this lecture is to describe the most important instruments and auxiliary systems
used in cargo handling and to explain how these instruments and systems are fundamental to the
safety of the natural gas tanker.
7 Safety

This section deals with the operational safety aspects of a liquefied gas tanker. The topics dealt
with are evaluation of tank atmosphere, fire prevention and pollution prevention Equipment for
fire fighting, personnel protection and safety is also covered in this section

7.1 Tank atmosphere evaluation 2 hours

The essential message here is that tank atmosphere evaluation is fundamental to safe working
conditions in any cargo tank or enclosed space. The lecture should be regarded as a
theoretical session, forming the basis of the practical training an exercise with gas-measuring
equipment
7.2 Fire prevention and equipment 2 hours

Although the trainees should have attended approved shore-based training in practic al fire
fighting applicable to gas tankers, it is also useful to cover the topic theoretically at this stage of
the course. Such lessons must be regarded as a supplement to the fire-fighting course, not as a
substitute for it.
The points listed in objective 7.2.26 should be developed in some detail, while others may
regarded as revision. be

7.3 Pollution 1 hour

Pollution from cargoes on liquefied natural gas tankers cannot be regarded as posing a major
problem because of the nature of the cargoes. Stringent rules with regard to cargo containment,
cargo vent systems, overflow control, etc., also minimize the risk of pollution during normal
operations

However, pollution should be defined and discussed. The ways in which cargo liquid or vapours
can pollute should be stressed, as should the pollution hazard posed by the release of refrigerant
gases from components of the cargo plant on board. As a rule, no cargo liquid or vapour should
be released to the environment, and the applicable pollution regulations should be strictly
followed.

The syllabus for this topic is self-explanatory, and provides sufficient background material for the
lecture.

7.4 Protective and safety equipment 4 hours

The lecture should emphasize the hazards encountered on board and the equipment, procedures
and constructional features that exist to control those hazards. This section should cover mainly
the practical use of those types of protective and safety equipment which are common on gas
tankers. The learning objective here is that the trainees should be able to use the actual equipment
which is required by international and national regulations to be available on board

The equipment listed in Part A of this course should be available for the trainees, and exercises
should be carried out individually or in groups

8 Cargo Handling Operations

This section covers procedures for loading preparation and loading, cargo calculation, cargo
condition maintenance, discharging and preparations for discharging, ballasting and deballasting,
changing cargoes and tank-clearing procedures. The general learning objective of this section is
to familiarize the trainees with cargo handling - including the handling of cargoes to which
specific requirements apply - on liquefied gas tankers. Correct cargo calculation is also an
objective of this section.

As for most of the topics of this course, the instructor, in teaching this subject, must draw on his
own experience in order to achieve the detailed learning objectives of this section. An example of
a simulator exercise which may be useful in the present context is given in Appendix 2 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/12.

8.1 General cargo handling 0.5 hour

This lecture should give a short introduction to cargo handling operations in general. It should be
based on key words such as "regulations", "co-operation", "responsibility," and "system tests"

8.2 Procedures for preparation for loading and loading 1.5 hours

Here, the trainees should be instructed in how to carry out the different procedures prior to
loading. While the detailed learning objectives indicate what the trainees must do, the instructor's
experience in this field is essential for teaching this subject.

8.3 Cargo measurement and calculation 2 hours

This lecture should deal mainly with the filling limits for cargo tanks and calculations of quantity.
Attention must be drawn to the fact that the vapour phase above the liquid cargo on gas tankers
must be calculated and included in the total quantity of cargo; in this respect, such cargoes differ
from other bulk liquids. Calculations should mainly be done using the metric
system, but other common units of measurement may be explained.

8.4 Cargo condition maintenance on passage and in port 2 hours

The purpose of this lecture is to describe cargo condition maintenance on passage and in port.
The trainees should be familiarized with the use of Figures 8.8 to 8.11 to determine cooling
efficiency and cool-down time.

Some of the topics in this section may have been addressed by instructors in section 6.5, but they
are covered here in the context of cargo handling operations
Objective 8.4.5. It should be noted that the gases listed may not be commonly carried Trainees
should know where to obtain the necessary data and apply it correctly for each of.
these cargoes.

8.5 Procedures for preparation for unloading and unloading 2 hours

As with procedures for loading preparation and loading, procedures prior to unloading should be
explained in detail to the trainees. Unloading can be done in different ways, the ship type, cargoes
and terminal conditions being decisive in choosing which method is used. The learning objectives
indicate the level of knowledge required

Before starting, the pumps must be moved manually to ascertain that they are not frozen. Pumps
have to be started with the valve on the pressure side almost closed, to prevent overload and
pressure surge and to minimize accidents in the event of faulty lining up. When the pump is
running normally, the pressure valve is opened and finally the discharge valve at the manifold is
opened. This has to be done with care and caution.

In some ships, when starting to discharge, the piping is arranged for recirculating, Le. pumping
back to the ship's tank, before opening up the shore connection. This might prevent major pockets
of vapour being forced through piping to shore tanks. It is advisable at first only to start one
pump and to let it run smoothly before starting other pumps that will discharge to the same shore
line.

When everything is functioning normally, the ampere reading is noted and the switch ammeter is
set for 80% of the ampere reading, thus securing the correct function of the automatic stop when
the pump is empty or is cavitating

When the tank is empty the pump will stop and the valves are closed. If a remainder is left in the
pump-well, the pump can be forced to run for about 10 seconds by pressing the starter; this may
be done several times at short intervals. The discharge valve has to be closed immediately
afterwards, to prevent liquid running back to the tank and forcing the pump to run backwards and
cause damage to the motor.

Remember that the bearings in the discharge pipe in the tank are lubricated by the product.
Bearings therefore must never get dry when the pump is running

8.6 Ballasting and deballasting 0.5 hour

The essential message here is that, while ballasting and deballasting operations are necessary in
order to keep a ship in a stable condition at all times, such operations must be carefully monitored
in order to avoid excessive stress forces on the ship or dangerously large free liquid surfaces in
cargo and ballast tanks

8.7 Procedures for changing cargoes and tank cleaning 2 hours

Preparing a gas tanker for a change of cargo can be the most time-consuming operation of all.
Such operations can be even lengthier if the procedures used are not considered thoroughly. It is
also during cargo-change operations that the risk of being exposed to cargo liquid or vapour is at
the highest. The trainees should be instructed in the safe and correct working procedures to use
when changing cargo that will achieve maximum safety conditions and efficiency during these
rather demanding operations

Objective 8.7.8 overlaps with objectives in 8.2 and is included as revision.

9 Ship/Shore Interface 1 hour

Operating separately, a ship and the terminal cannot function safely or efficiently in port. It
should be stressed that close co-operation between a ship and the terminal is essential for safe
operation; the working procedures to ensure such co-operation should be explained and
discussed.

10 Emergency Operations 3 hours

This section deals with procedures which are adopted to protect life and property in the event of
accidents, and the organizational structure of an emergency organization on board. Attention
should be paid to the exercise in 10.3.5 which requires all individual to play an active role in this
planning exercise. The subsection on first-aid treatment is not intended to cover first-aid in
general; first-aid procedures related to accidents involving cargoes transported in gas tankers
should, however, be covered
DIAGRAMS USED BY THE INSTRUCTOR

Figure 1.1 The constituents of natural gas from a well

Figure 1.2 Production of LPG (butane and propane) from oil/gas reservoirs
Figure 1.3 Production of LNG from natural gas reservoirs
Figure 1 .5 Gas carriers ( 1 )
 Figure 1.6 Gas Carriers (2)

Figure 1.7 A fully refrigerated LPG carrier

Figure 1.8 A LNG carrier
Cargo Ship type
Acetaldehyde 2G/2PG
Ammonia, anhydrous 2G/2PG
Butadiene 2G/2PG
Butane 2G/2PG
Butane/propane mixtures 2G/2PG
Butylenes 2G/2PG
Chlorine 1G
Diethyl ether 2G/2PG
Dimethylamine 2G/2PG
Ethane 2G
Ethyl chloride 2G/2PG
Ethylene 2G
Ethylene oxide 1G
Ethylene oxide/propylene oxide mixture with ethylene oxide content 2G/2PG
less than 30% by weight 2G/2PG
Isoprene 2G/2PG
Isopropylamine 2G
Methane 2G/2PG
Methylacetylene/propadiene mixture 1G
Methyl bromide 2G/2PG
Methyl chloride 2G/2PG
Monoethylamine 3G
Nitrogen 2G/2PG
Propane 2G/2PG
Propylene 2G/2PG
Propylene oxide 3G
Refrigerant gases 1G
Sulphur dioxide 2G/2PG
Vinyl chloride 2G/2PG
Vinyl ethyl ether 2G/2PG

Figure 1.9 List of cargoes suitable for transport in liquefied gas tankers
(as listed in IMO Gas Carrier Codes)
 Figure 2.1 Saturated hydrocarbons

Figure 2.2 Molecular structures of some saturated hydrocarbons

Figure 2.3 Molecular structures of some unsaturated hydrocarbons

Figure 2.4 Molecular structures of some chemical gases

Figure 2.5 Liquefied gas -inhibitor information form
Figure 2.6 Illustration of different pressures
Figure 2.7 Pressure units
Figure 2.8 States of aggregation (temperature / heat)
Figure 2.9 States of aggregation (pressure/temperature)
Figure 2.10 A schematic Mollier diagram
Figure 2.11 Illustration of Boyle’s law for ideal gases

Figure 2.12 Illustration of Charles’ law for ideal gases

The line between A and B is the result of a real experiment.
The line between B and C is an expected continuation of the line AB.
The point C is the intersection of the expected line and the temperature scale in degrees Celsius.
Start the absolute temperature scale at this point.

Figure 2.13 Illustration of "absolute temperature"

resulting from an experiment based on work by Charles

Figure 2.14 Illustration of the pressure law for ideal gases

Figure 2.15 The general gas equation

Figure 2.16A ICS Cargo Data Sheet for methane
Figure 2.16B ICS Cargo Data Sheet for methane
Figure 2.16C ICS Cargo Data Sheet for methane

Figure 2.16D ICS Cargo Data Sheet for methane

 Flammable Toxic Polymerizable
Methane 
Ethane 
Propane 
Butane 
Ethylene 
Propylene 
Butylene 
Butadiene/isoprene  
Ammonia  
VCM   
Ethylene oxide   
Propylene oxide  
Chlorine ( dry) 

Figure 3.1 Properties of liquefied gases

Figure 3.2 Properties of liquefied gases
Figure 3.3 Compatibility diagram for some liquefied gases
Figure 3.4 Flammability data for some liquefied gases
 Figure 4.1 A
Chapter 19 (IGC Code) -Summary of minimum requirements
 Figure 4.1 B
Chapter 19 (IGC Code) -Summary of minimum requirements (contd.)
Figure 5.1 Columns in Chapter 19 of IGC Code related to chapters in the Code

Figure 5.2 Gas – dangerous spaces and zones

Figure 5.3 Arrangement of a deck-house and an example of
a gas-tight arrangement around an intermediate shaft

Figure 5.4 Ventilation arrangement of a deck-house

 Figure 5.5 An integral tank

Figure 5.6 A Gaz Transport membrane tank

 Figure 5.7 A Technigaz membrane tank

Figure 5.8 An independent tank of type A (for LPG)

Figure 5.9 An independent tank of type A (Conch design)
 Figure 5.10 An independent tank of type B

Figure 5.11 Examples of independent tanks of type C

 Figure 5.12
Block diagram describing gas tan.ker types and the relationship
between the cargo carried, carriage condition and the
cargo-containement system normally used

Figure 5.13 Secondary barrier requirements

 Figure 5.14 Location of cargo tanks in a ship of type 1G

760mm

Figure 5.15 Location of cargo tanks in a ship of type 2G, 2PG and 3G

Figure 5.16 Assumed maximum extent of side damage

 Figure 5.17 Assumed maximum extent of bottom damage

Ships should be capable of surviving defined damage with the flooding assumptions to the
determined by the ship's type according to the following standards:
1G Sustain damage anywhere in its length
2G Sustain damage anywhere in its length except involving either of Sustain damage
the bulkheads bounding a machinery space located aft anywhere in its length
2PG Sustain damage anywhere in its length except involving transverse bulkheads spaced further
apart than the longitudinal extent of damage
3G Sustain damage anywhere in its length except Sustain damage anywhere in its length except
involving transverse bulheads spaced further involving transverse bulkheads spaced further
apart than the longitudinal extent of damage apart than the longitudinal extent of damage
involving machinery space located aft

150 m or more in length

125 m or more in length

Figure 5.18 Standard of damage

 Figure 6.1 Arrangement of the pipes and valves of a cargo tank

Figure 6.2A Simplified diagram of the arrangement of cargo piping

Figure 6.2B Complete cargo handling arrangement for a single tank

Figure 6.3 Example of a ball valve

Figure 6.4 Examples of gate, globe and butterfly valves
Figure 6.5 Handling a cargo hose
 LIQUEFIED GAS -CARGO HOSE FORM

SHIP :

HOSE IDENTIFICATION :

1. MAXIMUM WORKING PRESSURE (This should be stencilled or

........................................................................................ marked on hose)

2. MAXIMUM & MINIMUM WORKING (These should be stencilled or

TEMPERA TURES....................................................... marked on hose)

3. SUITABLE FOR CARGOES OF (This should be stencilled or

........................................................................................ marked on hose)

4. TEST PRESSURE & PROCEDURE (Note method of

........................................................................................ pressurisation, method of
inspection (e.g. measurement
of extension, visual inspection
for leaks) and any precautions
required.)

5. TESTED (Date) AT PRESSURE APPROVED

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

Figure 6.6 Liquefied gas – cargo hose form

Figure 6.7 Schematic diagram of a pressure-relief system

Figure 6.8 A cargo tank safety relief valve

Figure 6.9 Operational principle of a tank safety relief valve (AGCO)
Figure 6.10 Spring-loaded relief valves

Figure 6.11 Pump Types

 Figure 6.12 Suction lift

Figure 6.13 Required suction head

Figure 6.14 The eductor

Figure 6.15 The arrangement of an eductor

Figure 6.16 Hold-space bilge system

Figure 6.17 Deepwell pump ( 1 )
Figure 6.18 Deepwell pump ( 2 )
Figure 6.19 Examples of electrical submerged pumps
 Figure 6.20 Differential pressure-density relationship

Figure 6.21 Pump performance curves for a typical deepwell pump

 Figure 6.22 Checking pump flow

Figure 6.23 Pump characteristics for different specific gravities of pumped liquids
 Figure 6.24 The system characteristic of pumps working in parallel

Figure 6.25 The system characteristic of parallel pumps working in series with a booster pump
Figure 6.26 Schematic diagram of a cargo heater arrangement

Figure 6.27 Schematic diagram of a vaporizer arrangement

Figure 6.28 A cargo heater

Figure 6.30 Single-stage direct reliquefaction cycle and a Mollier diagram for"the cycle
Figure 6.31 Two-stage direct reliquefaction cycle with interstage cooling and a Mollier diagram
for the cycle

Figure 6.32 A Simplified cascade reliquefaction cycle

Figure 6.33 Examples of indirect cooling cycles
Figure 6.34 Schematic diagram of an inert gas generator system
Figure 6.35 An inert gas generator
Figure 6.36 Flow diagram of a fixed gas-detecting system
Figure 6.37 A pneumatic emergency shutdown system

Figure 6.38 A fixed water-spray system

 Figure 6.39 Example of a glycol heating system

Figure 6.40 Freezing points for glycol-water solutions

Figure 6.41 An alcohol injecting system
 Figure 7.1 The fire triangle

Figure 8.1 Air-drying operation

Figure 8.2 Purging of a cargo tank, using vapour from shore
Figure 8.3 Cooling down of a cargo tank, using liquid from share and vapour return
Figure 8.4A Loading, with vapour return
Figure 8.4B Loading, without vapour return
Figure 8.5 A cargo calculation sheet (gas)
 Figure 8.6A Explanation of ullage / sounding

Figure 8.6B Diagram showing the maximum filling limit for propylene oxide
(semi-pressurized vessel)
Figure 8.6C Diagram showing the maximum filling limit for propane
(fully refrigerated vessel)
Figure 8.7 A Sounding Report (Cargo Report)
Figure 8.8 Cooling down of tanks during loaded passage
Figure 8.9 Cargo conditioning during loaded passage
 Figure 8.10A
Refrigerating effect and power consumption per cascade unit (1)
Figure 8.10B Refrigerating effect and power consumption per cascade unit (2)
Figure 8.11 A diagram showing the cooling-down time for propane
Figure 8.12 Cargo discharging, without vapour return
Figure 8.13 Cargo discharging, with vapour return
 Figure 8.14 Removal of residual cargo liquid by pressurization

To vent or deck storage

via reliquefaction plant

Figure 8.15 Removal of residual cargo liquid by hot gas

Figure 8.16 Inerting of a cargo tank
Figure 8.17 Aerating (venting) of a cargo tank
Figure 8.18 Inerting and gas-freeing operations
illustrated on a flammability diagram