Executive Summary: Action To Be Taken: Related Documents:: International Maritime Organization

INTERNATIONAL MARITIME ORGANIZATION
E
IMO STW 38/3/2 2 August 2006 Original: ENGLISH
SUB-COMMITTEE ON STANDARDS OF TRAINING AND WATCHKEEPING 38th session Agenda item 3
VALIDATION OF MODEL TRAINING COURSES Model course - Liquefied natural gas tanker (LNG) cargo and ballast handling simulator Note by the Secretariat SUMMARY Executive summary: Action to be taken: Related documents: This document provides a draft model course on Liquefied natural gas (LNG) cargo and ballast handling simulator Paragraph 5 MSC 50/27; STW 17/11; and STW 37/18
1 The Maritime Safety Committee, at its fiftieth session (MSC 50/27, paragraph 12.10), approved the procedures developed by the Sub-Committee, at its seventeenth session (STW 17/11, annex 5), for validation of model courses related to the implementation of the STCW Convention. 2 The Sub-Committee, at its thirty-seventh session (23 to 27 January 2006), concurred with the proposal by India to develop a simulator model training course relating to Liquefied Natural Gas (LNG) cargo (STW 37/3/2) and to submit it to the Sub-Committee for validation in due course (STW 37/18, paragraphs 3.7 and 3.10). 3 The preliminary draft of this model course was forwarded to members of the validation panel for their comments. The comments received have been incorporated as appropriate. 4 The final draft model course is set out in annex.
Action requested of the Sub-Committee 5 The Sub-Committee is invited to consider the above information and decide as appropriate. ***
For reasons of economy, this document is printed in a limited number. Delegates are kindly asked to bring their copies to meetings and not to request additional copies.
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STW 38/3/2
ANNEX
MODEL COURSE
X.XX
DRAFT
LIQUEFIED NATURAL GAS TANKER (LNG) CARGO AND BALLAST HANDLING SIMULATOR
International Maritime Organization

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STW 38/3/2 ANNEX Page 2
ACKNOWLEDGEMENTS
This course is based on training guidelines as produced by SIGTTO and training material developed by the Directorate General of Shipping, Government of India. It has been prepared by training institutions based in Mumbai. IMO wishes to express its sincere appreciation to the Government of India for its provision of expert assistance, valuable cooperation, and generous funding in support of this work.
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CONTENTS
Introduction Part A :Course Framework Part B: Course outline & Timetable Part C: Detailed Teaching Syllabus Part D : Instructor Manual Appendix: Sample Exercise Scenarios
Exercise 1 Exercise 2 Exercise 3 Exercise 4 Exercise 5 Exercise 6 4
11
13
29
48 49 51 52 54 56 58 60
Part E: Evaluation
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Introduction
!
Purpose of the model courses

The purpose of the IMO model courses is to assist maritime training institutes and their teaching staff in organizing and introducing new training courses or in enhancing, updating or supplementing existing training material where the quality and effectiveness of the training courses may thereby be improved. It is not the intention of the model course programme to present instructors with a rigid "teaching package" which they are expected to "follow blindly". Nor is it the intention to substitute audio-visual or "programmed" material for the instructor's presence. As in all training endeavours, the knowledge, skills and dedication of the instructor are the key components in the transfer of knowledge and skills to those being trained through IMO model course material. Because educational systems and the cultural backgrounds of trainees in maritime subjects vary considerably from country to country, the model course material has been designed to identify the basic entry requirements and trainee target group for each course in universally applicable terms, and to specify clearly the technical content and levels of knowledge and skill necessary to meet the technical intent of IMO conventions and related recommendations.
Use of the model course

To use the model course the instructor should review the course outline 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 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 objectives, 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 objectives specified.
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STW 38/3/2 ANNEX Page 5 Within the course outline, Part B, the course designers have indicated their assessment of the time which should be allotted to each subject area. However, it must be appreciated that these allocations, are arbitrary and assume that the trainees have fully met all the 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. !
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. An example of a lesson plan is included in the instructor manual in most model courses, but in this course, the exercise scenarios supplied as an appendix to the instructor manual serve this purpose. 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 that the trainee has attained each specific learning 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 outcome.
Evaluation or assessment of trainee progress

The nature of this course involves all the trainees and the instructors in an ongoing process of individual and group evaluation.
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", which deals with this aspect in greater detail. A copy of this booklet is included as an appendix to this course.
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Part A: Course Framework

Course Framework ! Scope
The course is essentially a practical one and consists of a series of exercises structured around the operation of the cargo and ballast installation of a LNG gas tanker and carried out in conjunction with a simulator. The exercises are controlled by an instructor and will initially, allow the trainees to become familiar with the layout of the cargo, ballast and deck tanks forming the system and the instrumentation and controls that are used. The exercises continue with the simulation of the normal procedures and operations for the hold drying, the use of inert gas and nitrogen for inerting, gassing up, cooling down, loading and discharging of LNG cargo, warming up cargo tanks, ballasting and de-ballasting, gas freeing tanks, etc. The importance of loading and discharging so as to avoid undue stressing of the hull are introduced at appropriate points of the simulator programme. Each simulator exercise is preceded by a briefing lecture and followed up by a group discussion during which the actions and decisions of the trainees are analysed. During the series of exercises the trainees will assume specific roles in the cargo or other operation that is being simulated, with one trainee taking the role of the officer in charge of the particular operation being simulated. Note: Officers and ratings who are to serve aboard gas tankers are required by paragraphs 1 and 2 of Regulation V/1 of the International Convention on Standards of Training, Certification and Watch keeping for Seafarers, 1978 (as amended in 1995) to have appropriate experience aboard operational gas tankers and to have completed approved shore-based specialized training related to gas tanker operations. It is not claimed that this course, using simulation of LNG Gas Tanker cargo and ballast operations, meets the requirements of paragraphs 5 of Regulation V/1 of STCW 1995 in respect of service aboard ship and shore-based training.
! Objective
The trainees who successfully complete the course will make a safer and more effective contribution to the operation and control of the cargo and ballast installation of a gas tanker, which will improve ship safety and provide greater protection of the environment.
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STW 38/3/2 ANNEX Page 7 In particular, there will be: familiarization with the equipment, instrumentation and controls used for cargo handling on a LNG tanker a greater awareness of the need for proper pre-planning, the use of checklists and the time scales involved in the various cargo handling operations an enhanced awareness to apply proper and safe procedures at all times when carrying out the various operations on board a LNG tanker an acquisition of experience in identifying operational problems and solving them an improvement in the ability to make decisions which promote safety and protect the environment.
Entry standards
Entry to the course is open to merchant navy officers who wish to improve their knowledge and understanding of the operation and control of cargo and ballast operations, and other related operations on LNG tankers. The course will provide a more formalized training to consolidate and enhance experience gained from service aboard a LNG tanker.
Course certificate, diploma or document

On successful completion of this course, a document should be issued confirming that the holder has completed a short course on gas tanker cargo and ballast handling using a simulator. Administrations which approve such training as satisfying any part of the requirements of Regulation V/1 of STCW 1978 (as amended in 1995) should make an appropriate endorsement to the document.
! Course intake limitations

The course intake is regulated by the number of trainees who can utilize the simulator for any given activity. For this reason the maximum number of trainees should normally be twelve. When circumstances demand it, the trainees can be split into two sub-groups of up to six in each group and activities be phased so that all students can receive the same period of training on the simulator. The briefing and debriefing sessions can be carried out as main group or sub-group activities, according to circumstances.
! Staff requirements
The instructor shall have appropriate training in instructional techniques and training methods (STCW Code, section A-I/6). It is recommended that the instructor in charge of the course should hold a management level certificate of competency, and should have experience in the operation and control of cargo-handling operations on a gas tanker, including the use of inert gas and
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STW 38/3/2 ANNEX Page 8 nitrogen in inter-barrier and hold spaces, with training and use of a simulator as a training aid. To operate the course successfully, at least one other instructor is required, preferably with similar qualifications and experience as the instructor-in-charge.
! Teaching facilities and equipment

The cargo-handling system being simulated by the training installation should be modelled on an authentic cargo-handling system of a modern LNG gas tanker, including its equipment, instrumentation and centralized cargo operations control centre, taking into account national, international and other requirements relating to safety and pollution prevention. The simulator complex should comprise of a deck pipeline area, "cargo control room", an "instructor unit", and a space for briefing and debriefing, with tables and chairs, a blackboard and, where such audio-visual aids are to be used, an overhead projector. The simulator unit should be based on a general-purpose computer system with real-time operating programs connected to the deck pipelines, cargo control centre and the instructor unit. Information printout machines and visual display units should be incorporated into the system for trainees and instructors. The cargo control centre should contain a number of consoles covering the cargo and related systems, each with its own mimic diagram showing the system layout. The consoles will cover pumps, valves, compressors, instrumentation, communication, alarms, etc. Various operations such as loading, discharging, ballasting, inert gas production, cargo tank inerting, cooling down, gassing up cargo tanks, etc., will be set up and controlled from the centre. The instructor unit should, preferably, be separate from the control centre and fitted with a window for observing and monitoring the trainee activity and progress. The instructor unit will have an appropriate console for monitoring the various processes and operations being simulated, and be capable of introducing commands and specific malfunctions in accordance with the training programme. Outline sketches on figures D1, 2 and 3 of the instructor manual show the arrangement of a cargo-handling simulator installation and the tank arrangement of a LNG tanker.
! Teaching Aids (A)

A1 A2
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Instructor manual and its appendix (Part D of the course) Liquid Cargo Handling Simulator (LNG)
STW 38/3/2 ANNEX Page 9 A3 Videos An Introduction to Liquefied Gas Carries (Code 753) The Chemistry of Liquefied Gases (Code 641) The Physics of Liquefied Gases (Code 642) Available from: Videotel Marine International Ltd. 84 Newman Street London W1P 3LD, UK Tel: +44 171 299 1800 Fax: +44 171 299 1818 e-mail: mail@videotelmail.com URL: www.videotel.co.uk
! IMO references (R)

R1 International Convention on Standards of Training, Certification and Watchkeeping for seafarers, STCW Convention 1978 (as amended in 1995) Regulations for the prevention of Pollution by Noxious Liquid substances Annex II, MARPOL 73/78 consolidated edition. Inert Gas Systems (IMO 860E) I.M.O. Model Course 1.06 (Specialized Training for Liquefied Gas Tankers) Code for the Construction and Equipment of ships carrying Liquefied Gases in Bulk, as amended (IMO-782) International Code for the Construction and Equipment of ships carrying Liquefied Gases in Bulk (IGC Code) (IMO-104)
R2 R3 R4 R5 R6
! Textbooks (T)
T1 Liquefied Gas Handling Principles an ships and in Terminals by Mcguire & White (SIGTTO) (London, Witherby Marine Publishing) (ISBN 1 85609-087 6) Tanker Safety Guide (Liquefied Gas) (I.C.S.) (London, Witherby Marine Publishing, 1996) (ISBN 0-906270-03-0) Gas Transportation and Storage by Alan Vaudolon Safe Gas Tanker Operations Capt. KSD Mistree & Mr. BK Sharma
T2 T4 T5
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! Bibliography (B)
B1 Drager Tube Handbook. 11th ed. (Drager Sicherheitstechnik GmbH, Revalstrasse 1, D-23560 Lubeck, Germany 1998) (ISBN 3-926762-06-3) ICS/OCIMF SIGTTO, Ship to Ship Transfer Guide (Liquefied Gases), 2nd ed. (London; Witherby & Co. Ltd., 1995)(ISBN 1-85609 082 5) SIGTTO / An Introduction to Design and Maintenance of Cargo System Pressure Relief Valves on board Gas Carriers (London, Witherby & Co. Ltd., 1998) Bureau Veritas Gas Carrier Safety LLP Limited, 1997) (ISBN 1-85978-109-8) Handbook. (London,
B2
B3
B4 B5
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) SIGTTO / Recommendations and Guidelines for Linked Ship / Shore Emergency shut-down of Liquefied Gas Cargo Transfer (London, Witherby and Co. Ltd., 1987) SIGTTO / Crew Safety Standards and Training for large LNG Carriers (London, Witherby & Co. Ltd., 2003)
B6
B7
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Part B: Course Outline & Timetable

Course Outline
Subject Area 1. 1.1. 1.2. 1.3. 1.4. 1.5. 1.6. Familiarization Type of ship (LNG) Type of Tanks Tank arrangements (General) Pipeline arrangements Pipe system, control valves, ESDS Pumps (Spray & Cargo), Low Duty (L/D) and High Duty (H/D) Compressors, Low Duty (L/D) and High Duty (H/D) Heaters, LNG Vaporizers and Forcing Vaporizers Instrumentation Controls Basic operations and procedures Special operations and Procedures Tank atmosphere evaluation Use of Nitrogen, Inerting of tanks Gas freeing Gassing up cargo tanks Cooling down of cargo tanks Loading procedures Boil off Gas (BOG) Control Warming up cargo tanks Ballast Operations General provisions Ballasting De-ballasting Cargo Operations General provisions Loading cargo (O2,Liquid & Vapour Purge) Discharging cargo Operational Problems / Difficulties Cargo and related operations normal working Introduction of system faults, malfunctions, accidents Remedial actions SUBTOTAL TOTAL Approximate Time (Hours) Lecture/ Practical Discussion 1.5 4.5
1.7. 1.8. 1.9. 2. 2.1. 2.2. 2.3. 2.4. 2.5. 2.6. 2.7. 2.8. 3. 3.1. 3.2. 3.3. 4. 4.1. 4.2. 4.3. 5. 5.1. 5.2. 5.3.
1.5
4.5
8 30
22
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Course Timetable
PERIOD / DAY 1st Period (1.5 hours) DAY 1 Familiarization 1.1 Tank Arrangement 1.2 Pipeline Arrangement 1. DAY 2 Special Operations & Procedures 2.1 Tank Atmosphere & Evaluation B R E 2.2 Use of Nitrogen 2. DAY 3 2.5 Cooling down of cargo tanks DAY 4 3.3 Ballasting 3.4 Deballasting DAY 5 4.3 Discharging Cargo
2nd Period (1.5 hours)
1.3 Pipe system control valves, ESD 1.4 Pumps
2.6 Loading Procedures 2.7 BOG Control 2.8 Warming up cargo tanks
3.3 Deballasting 4. Cargo Operations 4.1 General Provisions
4.3 Discharging Cargo 5. Operational Problems 5.1 Cargo & related problems (normal operations) 5.2 Introduction of system faults, malfunctions, accidents
L 3rd Period (1.5 hours) 1.5 Instrumentation 1.6 Controls
2.3 Gas freeing
B 3.
Ballast Operations 3.1 General Provisions
4.2 Loading Cargo (O2,Liquid & Vapour Purge)
4th Period (1.5 hours)
1.7 Basic Operations & Procedures
B R E 2.2 Gassing up of cargo tanks
3.1 General Provisions 3.2 Ballasting
4.2 Loading Cargo 4.3 Discharging Cargo
5.3 Remedial Actions
Note: Teaching staff should note that time tables are suggestions only as regards sequence and length of time allocated to each objective. These factors may be adapted by lectures to suit individual groups of trainees depending on their experience, ability, equipment and staff available for training.
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Part C: Detailed Teaching Syllabus

The detailed teaching syllabus indicates the contents of the course and appropriate references and teaching aids. ! Learning objectives
The detailed teaching syllabus has been written in learning objective format in which the objective describes what the trainee must do to demonstrate that knowledge has been transferred. This format is an appropriate teaching and assessment tool to express: The depth of understanding of a subject and the degree of familiarization with a subject on the part of the trainee. What capabilities the trainee should really have and be able to demonstrate.
Every instructor is encouraged to teach learning in an objective-related way instead material-related. In this context, all objectives are understood to be prefixed by the words, The expected learning outcome is that the trainee is able to . . . . To indicate the degree of learning outcome of this course, the learning objectives for the Detailed Teaching Syllabus can be classified in three dimensions: C (cognitive) A (affective) P (psycho-motor)
Within a dimension, they are hierarchized by increasing complexity (C1 to C6, A1 to A5, and P1 to P5) where the complexity (depth, familiarization) is expressed (following B. Bloom and others) by a typical verb as follows: Cognitive dimension of learning objectives: C1 C2 C3 C4 C5 C6 Knowledge Comprehension Application Analysis Synthesis Evaluation describe, outline explain apply, perform, operate analyse synthesize, construct, plan assess
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STW 38/3/2 ANNEX Page 14 Affective dimension of learning objectives: A1 A2 A3 A4 A5 Reception; notice Response Value Organization Value characterization recognize respond value organize accept, appreciate
Psycho-motor dimension of learning objectives: P1 P2 P3 P4 P5 ! Imitation Manipulation Precision Co-ordination Naturalization imitate manipulate move, mark co-ordinate (operations, menus) automate, internalize
References and teaching aids
In order to assist the instructor, references are shown against the learning objective to indicate IMO references and publications, bibliographies, textbooks and other references, as well as additional teaching aids which the instructor may wish to use when preparing course material. The material is listed in the course framework. The following notations and abbreviations are used: R T B A Ap. An. Ch. p. IMO reference Textbook and other references Bibliography Teaching aid Appendix Annex Chapter Page
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STW 38/3/2 ANNEX Page 15 Para. Paragraph Sc. Section
The following are examples of the use of references: "R1 -Reg. V/1" refers to regulation V/1 of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, STCW Convention, 1978 (as amended 1995). A1, refers to the instructor manual in Part D of this model course. ! Instructor Manual
The instructor Manual (Part D) is included to provide additional information to instructors. It is designed to help further in structuring and organizing a specific course. The instructor is recommended to gain additional technical material from simulators suppliers. Suppliers of simulators are also good sources of technical information. The instructor should take pains to present the material within a-use-at-sea context. It is not just a matter of imparting technical knowledge.
#
Note
Throughout the course, safe working practices are to be clearly defined and emphasized with reference to current international requirements and regulations. It is expected that the national institution implementing the course will insert references to national requirements and regulations as necessary.
#
Competence
The competence required by candidates may be expressed in terms of the Conventions as follows: 1.1 1.2 1.3 1.4 Plan and ensure safe loading, care during the voyage and unloading or LNG cargoes. Safely and efficiently perform the carriage of LNG cargo. Control trim, stability and stress Monitor and control compliance with legislative requirements and measures to ensure safety of life and protection of the marine environment.
Training outcome (as stated in Table A-II/2) The standard of knowledge, understanding and proficiency associated with the above competences is therefore considered to be tabulated below.
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STW 38/3/2 ANNEX Page 16 1.1.1 Demonstrate knowledge of and ability to apply relevant international regulations, codes and standards concerning the safe handling and transport of LNG cargoes 1.1.2 Plan and execute LNG tanker loading and unloading operations 1.1.3 Demonstrate a practical knowledge of LNG tankers and LNG tanker operations 1.1.4 Demonstrate a knowledge of the carriage of methane the precautions during loading and unloading and care during the voyage 1.1.5 Demonstrate an understanding of the factors affecting trim, stability and stress as applicable to LNG tankers. 1.1.6 Demonstrate a knowledge of maritime law embodied in international agreements and conventions, with special regard to: responsibilities under the relevant requirements of the International Convention for Safety of Life at Sea; responsibilities under the International Convention for the prevention of Pollution from ships as applicable to LNG tankers; and Methods and aids to prevent pollution of the marine environment by LNG tankers ! Detailed Teaching Syllabus
All objectives are understood to be prefixed by the words The expected learning outcome is that the trainee is able to ...
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Knowledge, understanding and proficiency
IMO Reference R1-Reg.V/1
Textbooks, Bibliography T1,T3
Teaching Aid A1, A2
1 Familiarization (6 hours) 1.1 Type of LNG Ship 1.2 Type of tanks 1.3 Tank arrangement
.1 Lists of Tanks Cargo tanks Ballast tanks Fuel tanks Shows the tank arrangement on a simple line diagram Compares the line diagram with the simulator mimic diagram
R1 R3
T1,T3 T1,T3
A1,A2 A1, A2
.2 .3
1.4 Pipeline Arrangements

.1 .2 Shows the pipelines of the simulated systems on a simple line diagram Compares the line diagram with the simulator mimic diagram
R3
T1, T3
A1, A2
1.5 Pipe system control valves & ESDS (Emergency Shut Down) system
.1 .2 Shows on the line diagram developed for 1.4 the control valves and states their function Describes the control valves used in the system which should be connected into the shore system using one of the methods provided (optical fibre, pneumatic, radio) and explains how they function Describes the emergency shut down (ESDS) system
R4
T1, T3
A1, A2
.3
1.6
Pumps, Compressors Low Duty (L/D) and High Duty (H/D),BOG heaters Low Duty (L/D) and High Duty (H/D), Forcing Vaporizers and LNG Vaporizers
.1 Lists the pumps used in the system in terms of Cargo pumps (centrifugal) Spray pumps (centrifugal)
R3
T1,T2, T3
A1, A2
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Knowledge, understanding and proficiency .2 Lists the compressors, Heaters, Vaporizers used in the Low Duty, High Duty Compressors and type Low Duty, High Duty Heaters and type Vaporizers type LNG vaporizers gassing up of tanks and maintaining cargo tank pressure during discharge R1, R3 T1, T3 A1, A2 IMO Reference Textbooks, Bibliography Teaching Aid
.3
1.7
Instrumentation
.1 Lists and briefly describes the instrumentation used in the simulated system for: Liquid level in tanks Quantity in tanks Liquid temperature (bottom, middle) in tanks Vapour temperature (top) Tank pressure Rate of liquid flow Custody Transfer Measurement System (CTS) Cargo Tank Relief Valves
1.8
Controls
.1 Lists the controls in the simulated system for: Valves (ESDS) Start / stop of Cargo and Spray pumps Start / stop of L/D & H/D compressors and L/D & H/D Heaters, LNG , Forcing Vaporizers Start/stop of cooling water pump, glycol pump, lubrication oil pump, etc. Start /Stop of Air / IG Driers Start/stop of inert gas generator (IGG) Start/stop of nitrogen generator. Start/stop Water Curtain
R1, R2, R3,R4,
T1, T3, B6
A1
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1.9
Basic operations and procedures

.1 .2 .3 .4 States that safe practices must be used at all times States that cargo, ballast and tank cleaning operations must not result in marine / a pollution States that as far as is practicable a checklist should be prepared and used in each operation Under supervision constructs a checklist for: loading cargo Discharging cargo Ballasting Deballasting Under supervision and using the checklist, sets (prepares) the simulator system for the operation of: Drying up Hold space and cargo tanks Inerting of cargo tanks Gassing up cargo tanks Cooling down cargo tanks Loading cargo Discharging cargo Ballasting / Deballasting Warming up cargo tanks
IMO Reference R1, R2, R3, R4,
Textbooks , Bibliography T1,T2,T3, B4, B7
Teaching Aid A1
.5
Special operations and procedures (10hrs) 2.1 Tank Atmosphere Evaluation

.1 States that operations such as loading and discharging cargo, are hazardous because of the danger of fire and explosion States that for reasons of safety the tank atmosphere should be maintained in a non-explosive condition States that personnel should only enter empty tanks when they have been gas freed and the atmosphere in the tank has A hydrocarbon concentration 1% by volume, or less Toxic components below MAC value
R1-Reg.V/1 R2
T1,T2,T3 T1, T3, B1
,A1,A2
.2
.3
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Knowledge, understanding and proficiency oxygen content 21% by volume States that portable gas analysers are used to ensure that the tank States that the gas analysis are usually of three categories Oxygen meters Combustible gas indicators States that fixed oxygen analysers are used to monitor the oxygen content in the inert gas supply to the tanks When gas freeing, uses the simulator to measure the oxygen in the tanks and in the inert gas supply to them R2 T1, T3 A1, A2 IMO Reference Textbooks , Bibliography Teaching Aid
.4
.5
2.2 Use of Nitrogen & IG

.1 .2 States that nitrogen is usually derived by nitrogen generator States that pure nitrogen vapour is used in LNG ships mainly for inerting hold and inter barrier space, deck piping, maintain compressor shaft seal, to inert dual fuel lines and eductor system States that normally cargo tanks are inerted with pure nitrogen using nitrogen generators or inert gas from inert gas generators States that the Liquid nitrogen is kept in a tank on deck
.3
.4
2.3 Gas freeing of cargo Tanks

States that if personnel are to enter any cargo tank, the tank atmosphere must be free of flammable and toxic vapours, and its oxygen content must be 21% by volume, as specified in objective: .1 Defines gas-freeing as the replacement of hydrocarbon vapours or inert gas with air .2 States that gas-freeing on large tankers is done by mechanical means such as portable fans or fixed blower systems .3 States that the inert gas blowers may be used to carry out gas-freeing
R2
T1,T2,T3,B1
A2
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Knowledge, understanding and proficiency .4 States that care must be taken to ensure that the atmosphere does not come within the flammable range during the gas-freeing operation on an inerted tank Explains that gas-freeing a non-inerted tank will bring the atmosphere within the flammable range for some time States that instruments for monitoring the tank atmosphere vapours are used to indicate the presence of oxygen, hydrocarbons and certain toxic constituents of hydrocarbon gas and inert gas, with their concentrations Constructs a plan of operation for gas-freeing the cargo tanks from: An inert condition A non-inert condition Sets (prepares) the simulator and carries out gas-freeing in accordance with the plan of operation Maintains a record (log) of the operation R2 T1,T2,T3, A2 IMO Reference Textbooks , Bibliography Teaching Aid
.5
.6
.7
.8 .9
2.4 Gassing up (Purging of inert gas)

.1 States that gassing up in LNG ships is carried out by purging IG in the tanks with hot Gassified Natural Gas (GNG) about 20C States that GNG content in the cargo tanks should be periodically maintained States that a tank pressure of 5-20 kpa should be maintained in the cargo tanks
.2
.3
2.5 Cooling down of cargo tanks

.1 States that cooling down is necessary to avoid excessive tank pressures (due to flash evaporation) during bulk loading States that cooling down of tanks consist of spraying LNG liquid into a tank at a slow rate and return GNG to shore using H/D Compressor
R2
T1,T3
A2
.2
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Knowledge, understanding and proficiency .3 States that ships tanks must be cooled down slowly in order to minimize thermal stress. The rate, at which a cargo tank can be cooled without creating high internal stress, depends on the design of the containment system and is typically 10C/hr States that reference should always be made to the ships operating manual to determine the allowable cool down rate States that a procedure cargo liquid from shore or from cargo tank is gradually introduced into the tanks through spray lines using spray pumps States that during cool down operation, much care for cargo tanks and hold spaces must be taken as pressure in the hold tends to drop R1, R2, R4, T1, T2, T3, T4 A1, A2 IMO Reference Textbooks , Bibliography Teaching Aid
.4
.5
.6
2.6 Loading Procedures

.1 States that the tanks must be partly cooled by saving a small amount of LNG cargo from the previous voyage, in order to obtain maximum loading rate. The rate of loading should be adjusted to keep the tank pressure below 20KPA. A high tank pressure during loading means the cargo temperature will be correspondingly high
2.7 Boil off gas control

.1 States that LNG's boil-off gas is usually used as a fuel for the ship's propulsion. When boil-off gas is burned in a boiler, the gas is drawn from the tank by a compressor. And after the gas is compressed to the required pressure, it is heated to a normal temperature by a heater and is sent to the boiler to be burned to generate steam for driving the main propulsion turbine T1,T3 A2
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IMO Reference
2.8 Warming up cargo tanks

.1 States that warming up is required to prevent water vapour in I.G from condensing in the cargo tanks during the next inerting operation States that warming up can be accomplished by circulating heated GNG from / to all cargo tanks through the H/D compressors and H/D heater up to 50C to 80C States that a cargo tank temperature by the temperature sensors in the pipe towers should be warmed more than 0C and a tank pressure shall be kept about 15 kpa
Textbooks , Bibliography T1, T3
Teaching Aid A2
.2
.3
3. 3.1
Ballast Operations (4 hours) General provisions

.1 States that ballast operations will be governed by national, international and other appropriate rules and regulations in order to prevent marine pollution Uses procedures at all times which promote safety and protect the environment States that ballast is required during and after the discharge of cargo for: Maintaining the ship in the correct trim for discharge, and stripping Establishing the required displacement and trim for manoeuvring and making a sea voyage R1-Reg.V/1
T1, T3 T1, T3
A2 A2
.2 .3
3.2
Ballasting
.1 Constructs a checklist covering the ballasting operation .2 Compiles a ballast operation plan given the desired draught and trim for sea passage and taking into account: The tanks to be used The ballast capacity The stability of the ship The induced stresses in the hull structure The discharging programme
R1
T1, T3
A2
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Knowledge, understanding and proficiency Sets (prepares) the simulator system and carries out the operation .3 Maintains a record (log) of the operation IMO Reference Textbooks , Bibliography Teaching Aid
3.3
Deballasting
.1 States that De-ballasting may be carried out at sea prior to loading cargo and during loading operations .2 Constructs a plan for the de ballasting operation, given the trim conditions taking into account: The stability of the ship Induced stresses in the hull The loading programme Sets (prepares) the simulator system and carries out the operation, applying strict measures and control to prevent pollution Maintains a record (Iog) of the operation
R1
T1, T3
A2
4 4.1
Cargo Operations (6 hours) General provisions

.1 List the main sources of regulatory and other requirements as : National regulations and requirements International regulations Tanker Safety Guide (Liquefied Gas) (International Chamber of Shipping) States that all procedures must be "approved procedures" which promote safety and the protection of the environment
R1, Reg V/1 R1 T1,T3 A2
.2
4.2
Loading cargo
.1 .2 Constructs a checklist for the loading operation Compiles a loading plan which lists the sequence of tank filling, bearing in mind: Requirements for stability Limits on stresses induced in the hull structure The prevention of overflows Establishing tank sounding values The discharge of ballast
R1
T1,T3
A2
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Knowledge, understanding and proficiency Continuous monitoring of Cargo temperature and Pressure in cargo tanks Lists a valve control sequence to confirm to the loading plan Explains how loading time is calculated Sets (prepares) the simulator system for loading and loads the ship according to the plan Uses sounding measurement to check the quantity of cargo in the tanks Considering cargo temperature and pressure in cargo tanks De-ballasts tanks as required by draught and trim considerations Applies an emergency stop procedure at some point during the loading operation Controls the final stages of loading by reducing flow rates and "topping up" Controls vapour pressure by running boil of control using L/D Compressors and L/D Heaters to engine room Maintains a record (log) of the operation States that the gas purged from the ship by the loaded LNG and the gas evaporated by heat entering the cargo tanks, pipelines, the onshore pump equipments, are collected and returned to the onshore facility by means of the H/D compressors equipped on the LNG tanker, and prevent the pressure in the cargo tanks from rising R1, Reg V/1 R1, R2, R4 T1, T2, T3, B6 A1, A2 IMO Reference Textbooks , Bibliography Teaching Aid
.3 .4 .5 .6
.7 .8 .9 .10 .11 .12
4.3
Discharging cargo
.1 .2 Constructs a checklist for the discharging operation Compiles a discharging plan which lists the sequence in which the Tanks will be discharged, bearing in mind: Requirements for stability Limits on stresses induced in the hull structure Trim required for stripping Separation of cargo into "Parcels" Ballasting of tanks
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Knowledge, understanding and proficiency .3 .4 .5 Lists a valve control sequence to confirm to the discharge plan Explains how discharge time is calculated and makes a calculation for the operation to be carried out Maintaining cargo temperature as close to boiling point temperature of cargo, thereby achieving minimum pressure in cargo tanks maintaining pressure within Maximum Allowable Relief valve Setting (MARVS) Sets (prepares) the simulator system for discharging cargo and discharges the ship according to the plan Uses sounding measurements to check the quantity of cargo in the tanks before discharge is commenced considering temperature and pressure in cargo tanks Maintains temperature of cargo as required by the terminal Maintains discharge rate if required by using vapour return and Compressors especially, if discharging to a pressure storage States that tank atmosphere must be maintained at a positive pressure (i.e. above atmospheric pressure) Applies an emergency stop at some point during the discharging operation In the final stages of discharging cargo applies procedures for draining and stripping keeping a close check on discharge pressure of cargo pumps Ballast as required by the discharge plan Maintains a record (log) of the operation R1- Reg V/1 R1, R3, R4 T1, T3 A2 IMO Reference Textbooks , Bibliography Teaching Aid
.6 .7
.8 .9
.10 .11 .12
.13 .14
5 5.1
Operational Problems (4 hours) Cargo and related operations normal working

Uses the simulator system to obtain one or more operational situations as specified in the syllabus sections 2, 3 or 4, to serve as a starting point for the introduction of faults, malfunctions or accidents States examples of such operational situations as:
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Knowledge, understanding and proficiency IMO Reference Textbooks , Bibliography Teaching Aid
5.2
Ship making a ballast voyage to a loading port with all ballast tanks full, thereafter loading all cargo tanks and taking into account:
The draught required for going alongside on arrival all cargo Tanks are to be loaded to 98% of capacity with liquefied natural gas(LNG) or more if approved Pollution control Considerations of stability and hull deflection fire prevention Ship making a loaded voyage to a discharge port with all cargo tanks full of gas, taking into account: After going alongside, all cargo is to be discharged Required draught and trim for making a ballast voyage Pollution control- such as spillprevention measures Considerations of stability and hull deflection
5.3
Introduction of system faults, malfunctions, accidents

States that during cargo handling, ballasting and other associated operations, visual vigilance must be maintained, with instrument and meter readings being kept under constant scrutiny in order that any variation from the normal working conditions can be detected quickly States that any deviation from the normal must be followed up to determine what is happening States that considerations of safety and pollution prevention are paramount, and that if necessary an operation must be shut down if the deviation from normal becomes excessive
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IMO Reference R2, R3, R6,
Textbooks , Bibliography
Teaching Aid A2
5.4
Remedial actions
With visual observation and/or instrument and meter readings indicating a deviation from normal operational conditions, action must be taken to: Identify what is happening as quickly as possible Bring the operational conditions back to normal by alteration of controls if this is possible Slow the operation down, or shut the operation down if a hazard involving safety or pollution is imminent Investigate the possible causes for the deviation from normal and take remedial action once the cause has been properly established
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Part D: Instructor Manual

! General
This manual reflects the views of the course designer on methodology and organization, and what is considered relevant and important in the light of his experience as an instructor. Although the guidance given should be of value initially, the course instructor should work out his own methods and ideas, refine and develop what is successful, and discard ideas and methods which are not effective. Preparation and planning constitute a major contribution to effective presentation of the course.
Lectures
The main training components in the course are the practical exercises carried out under supervision on the simulated cargo-handling plant. However, before each exercise commences, a briefing and discussion on important aspects of the exercise has been found effective, and provision has been made for this in the course structure. As far as is possible, the briefing for the exercise should use practical examples involving real shipboard equipment and systems, referring to diagrams, layout plans, technical drawings, photographs and other related technical documents to supplement and reinforce the briefing. A typical example of a LNG tanker is shown. (Figures 1 and 2) A technique which has proved effective is to outline what is to be done and achieved by the exercise, then explain in detail those aspects which are felt to be important, and finally, to summarize the exercise, using key words and phrases. There should always be a final discussion to make sure that each trainee understands the role he will play and what is to be done and achieved by the exercise. A useful teaching aid during the briefing is an overhead projector; copies of the transparencies used can be distributed to the trainees for reference purposes during the exercises.
Simulator exercises
The cargo-handling plant and systems used aboard merchant ships which transport gas products can differ in their layout and in the types of machinery units and associated systems, so that the trainees will have varied knowledge and experience of such plant. It is important, therefore, to use the briefing period to explain precisely which machinery units and systems are being simulated in the exercise, as well as
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STW 38/3/2 ANNEX Page 30 their function, how they interact with each other and the role of the trainees during the exercise. The trainees should be encouraged to co-operate with each other, working together as a team during the exercise, and to show the initiative and enthusiasm that will bring the exercise to a successful conclusion. An important aspect of cargo and ballast handling is safety, and it is vital to ensure that safe practices are used throughout the exercise. Safety should be stressed during the briefing. One major contribution to safety is the use of checklists, which should be prepared beforehand, possibly as part of the briefing procedure. During an exercise it is useful if one trainee assumes the role of officer-in-charge, with the responsibility of ensuring that the requirements and activities of the exercise are properly carried out. Role playing is an important element in the learning process, and with a number of trainees taking part in the exercises on the simulator, this aspect could provide a stimulus to the process of gaining knowledge and understanding.
Preparing and conducting exercises

If further exercises are to be developed, or the ones supplied in the course modified, it is important that they should not be too complex; otherwise the trainees might have difficulties in carrying out their tasks and duties within an allotted period of time. An exercise should start with simple activities, making use of uncomplicated components such as valves, pumps, fluid vapour systems, tanks, etc., and move step by step into more complex activities. The aim of the training programme is to use a step-by-step process to introduce the trainees to the range of activities associated with the operations of loading and unloading an LNG cargo. For this reason a number of activities termed Special Operations and Procedures have been grouped together to form section 2 of the syllabus. Of course, on board ship these operations would not be carried out in isolation, because they are all linked to other operations. However, initially it is beneficial to study such operations in isolation, so that what is taking place can be observed and studied without reference to some other activity. When the course has progressed to section 4 of the syllabus, all activities dealt with in sections l, 2, and 3 will be used in the simulated activity of loading and unloading a cargo of liquefied gas. The simulator is designed to provide training for normal operational procedures and for the input of abnormal or malfunction conditions. It is
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STW 38/3/2 ANNEX Page 31 important that the trainees achieve a satisfactory level of competence under normal conditions before proceeding to abnormal operations due to the introduction of faults. The exercises should provide the trainees with the most realistic impression of actually being in a cargo control centre aboard ship. Realism is important for this type of learning process. For this reason, if the simulator has an associated sound system, it should be used.
Exercise scenarios
The content of a scenario is governed to a large extent by the units and systems that are being simulated. The syllabus used for the course has been structured to provide some flexibility in this respect, and the scenarios can be prepared using those syllabus elements which match a specific simulator design. For this course, scenarios should be designed to cover the operational areas contained in the syllabus; for example: " Familiarization " Special Operations and Procedures " Ballast Operations " Cargo Operations " Operational Problems. The familiarization scenarios should aim at making the trainees not only feel at home with the units and systems being simulated, but should also provide some hands-on experience with the controls and some of the more basic equipment and operations, such as valves, pumps, pipe systems, compressors instrumentation, filling and emptying tanks, etc. The operational scenarios should aim at providing experience in preparing and carrying out the various tasks and procedures that are involved with the safe transportation of liquefied natural gas in bulk. The troubleshooting scenarios should be designed to provide experience in identifying malfunctions and faults, and applying remedial procedures. It should be noted that most simulator designs can introduce a large number of malfunctions and faults. In this course, the scenarios can only deal with a few faults because of time constraints. The course implementer is free to introduce additional faults if time allows, or to change the faults to comply with a particular simulator design. Further details regarding the content of the scenarios are provided in the guidance notes of the instructor manual.
Monitoring the exercises

During the exercises the instructor should monitor the trainees progress and record particular events which relate to safety or correct procedure in the
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STW 38/3/2 ANNEX Page 32 exercise, making a summary for use in the debriefing period. However, even an experienced instructor may occasionally find things going wrong when trainees are trying to control all the parameters and actions involved in an exercise, and any resulting incidents should be noted and discussed at the debriefing. If a second instructor is available, he should assist in monitoring the trainees in their work. His task will vary according to the trainees abilities and competence. He will be involved not only in the briefing and debriefing activities, but also when the trainees become more experienced, assisting and guiding them in the use of the equipment. He should follow their work closely, but should avoid interrupting them and save important observations for the debriefing.
Debriefing
The time spent on debriefing should generally occupy between 10 and 15 per cent of the total time used for simulator exercises. Various facilities may be used in debriefing, such as playback (in which the whole exercise is recorded and any sequence is available for discussion), multi-channel recorder or data-logging equipment. The instructor should refer to the summary made during the exercise, raise important points and direct the discussion among the trainees. He should encourage them to examine critically the actions taken during the exercises. He should try to avoid imposing his own views, but should ensure that the trainees have used safe and correct procedures at all times.
Guidance on specific subject areas

The guidance notes which follow contain advice on the treatment of the subject areas listed in the course outline. The instructor should develop a methodology based on his own experience, together with the advice and guidance provided with the simulator being used in the course.
Guidance Notes
These notes contain advice on the content of the course as given in the course outline and the syllabus, and will provide a basis for the construction of suitable scenarios.
Familiarization (6 hours)
Initially it is important that the trainees become familiar with what is being simulated and the simulator layout and controls. Therefore the first briefing and discussion must cover at least: " the cargo-handling plant, its systems and equipment in general arrangement and in specifics such as the cargo system and arrangements for ballast.
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" " " " " "
the instrumentation being used and what parameters are indicated and recorded the controls that are used and where they are located the alarms that are fitted and what they protect the observance and use of safe practices and procedures at all times the importance of proper planning before undertaking any activity in the machinery spaces the use of checklists to ensure that actions and activities are safe and carried out in the correct sequence.
The practical exercises should start with simple activities involving such operations as: " opening and closing valves " starting and stopping pumps, compressors and vaporizers " using a checklist to prepare the simulator for loading cargo and filling a cargo tank " using a checklist to prepare the simulator for handling ballast and " transferring ballast from one tank to another tank. The trainees should note and record important instrument readings during the exercise. The aim is to make everyone familiar with the layout of the plant, the instrumentation used, and the location and use of controls.
Operational Exercises (20 hours)

The aim of these exercises is to make the trainees familiar with the cargo-handling units and the associated systems that are being simulated, and to gain experience in the correct and safe procedures for preparation, start up, putting on line, and setting the normal operating mode. Sufficient procedures and operations have been identified in the syllabus to cover most simulator designs, so that adequate practice can be obtained in the operations that are used in the transport of LNG cargo. With the trainees becoming familiar with the simulator and the range of activities it can handle, scenarios can be constructed covering the various operations contained in the syllabus objectives, and specimen scenarios are provided as an appendix to the instructor manual. It is important that the trainees become accustomed to making up and using checklists for each operation, so that all actions are carried through in the correct sequence and in a safe manner.
Troubleshooting (4 hours)
These exercises aim at developing skill and confidence in handling operational problems. A number of possible faults can be listed, such as:
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Unload of contaminated water, because of ! defective monitoring instruments ! ineffective control being exercised, or ! wrongly set valves flow rate from pump insufficient, because of ! too much clearance between impeller and casing in a centrifugal pump (usually because of wear or corrosion), or leak developing in a Unload line leaking of gas from the gland of the pump
but the particular simulator design will determine which faults and malfunctions can be introduced. It is important that the number of faults which are introduced can be dealt with in the time available. Only one fault should be dealt with at a time, and the next fault should not be introduced until all the trainees are satisfied with the way they have handled the previous one. The instructors should not intrude too much in these exercises, and should allow the trainees to sort the problem out for themselves. It is essential to allow sufficient time in debriefing to explore thoroughly the way in which the fault was identified, located and dealt with. Each simulator design will incorporate its own catalogue of faults and malfunctions, and the manufacturers guidance should be used to construct appropriate scenarios.
Bibliography (B)
The detailed teaching syllabus together with the instructor manual and its guidance notes and the user guidance from the simulator manufacturer is all that is required to implement the course. However, if supplementary reading or reference is desired, the publications (as mentioned in Bibliography section).
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Fig D1: Outline sketch of a LNG tanker cargo and ballast handling simulator installation
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Fig 1: Particulars of the ships cargo and ballast systems
Fig.2: LNG Tanker
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Fig.3: Inerting and Drying with IG
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Fig.4: Inerted tank purged with LNG Vapour
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Fig.5: Purging an inerted tank with Vapour from shore

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Fig.6: Cooling down tanks using liquid from shore

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Fig.7: Cooling down with liquid from ships tanks

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Fig.8: Loading with Vapour return
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4.9.Laden Voyage BURNING BOIL-OFF GAS AS BOILER FUEL
Fig.9: Loaded Voyage burning BOG
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4.10.NORMAL DISCHARGE with Vapour Return from shore
Fig.10: Unloading with vapour from shore
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4.10.NORMAL DISCHARGE without vapour return
Fig.11: Unloading without vapour from shore
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Fig.12: Ballast passage burning BOG using Forcing Vapourizer

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Fig.13: Warming up tanks using cargo vapours through HD Compressors and HD Heaters
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Appendix SAMPLE EXERCISE SCENARIOS

This appendix contains six main exercises along with sub exercises relating to LNG cargo and ballast operations, which can be used in most designs of LNG and ballast simulator.
Exercise No.1: Preparing, starting and operating the cargo and ballast system
This exercise can serve as an introduction to the practical tasks, making everyone familiar with the equipment, it can then develop into the preparation, start up and operations of the cargo and ballast systems
Exercise No.2: Gassing up and cooling down of cargo tanks

This exercise covers gassing up and cooling down of cargo tanks to prepare cargo tanks prior loading of LNG. Guidelines: (1). Use Figs. 4 and 5 for change of atmosphere and (2).Use Fig. 6 and 7 Liquid spraying from shore or from ships tank respectively with spray pump .
Exercise No.3: Loading of LNG cargo / Deballasting Loading sequence

This exercise covers the setting up of loading plans, the determination of correct tank sequences, measurement of the tank atmosphere and the demonstration of skill in loading and topping up cargo tanks. Covers deballasting and focuses on selecting the tanks to be used, taking into account the effect on hull stresses and the requirements for stability. Guidelines: See Fig. 8.. Loading with Vapour return from shore.
Exercise No.4: Unloading of LNG / Ballasting Unloading sequence

This exercise covers the setting up of Unloading plans, the determination of correct tank sequences, measurement of the tank atmosphere and the demonstration of skill in Unloading and stripping cargo tanks. Covers ballasting and focuses on selecting the tanks to be used, taking into account the effect on hull stresses and the requirements for stability. Guidelines: Use Fig. 10. and 11 for LNG Unloading with or without Vapour Return.
Exercise No.5: Inerting / Gas-freeing/ Warming up of cargo tanks

This exercise covers drying up tanks, inerting and gas freeing of tanks, gassing up and warming up of cargo tanks. Guidelines: Use Fig. 3 Inerting and Drying with Inert Gas. and Fig. 13 Warming up tanks.
Exercise No.6: Ballast / Loaded passage using Boil-off to use for M/E Propulsion and Ballasting / De-ballasting with Fault insertions for remedial actions.
Loaded passage using Boil-off for use in M/E Propulsion and Ballasting/ De-ballasting to provide experience in ballasting/ de-ballasting, particularly in connection with selection of tanks, hull stresses and stability. Guidelines; Use Fig. 9, and. 12 Loaded voyage burning BOG
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Exercise No.1: Preparing, starting and operating the cargo and ballast system
Duration: 6 hours Objective: To provide experience in the preparation, start up and operation of the different subsystems. After completing the exercise the trainees should be able to Start and stop cargo pumps Evaluate a cargo tank atmosphere in terms of LFL, MAC value and oxygen Operate the gauging system and alarms used in a cargo and ballast tank Set or check the MARVS of all Cargo tank Relief Valves Test the operations of Fusible plugs Operate the Gas detection System (Fixed, Manual & Sequential and its testing procedures for different locations) Identify the different pipelines and valves for cargo, i.e., liquid, vapour and ballast lines including liquid, vapour and spray headers and control of Boil Off Gas (BOG) to Engine room using L/D compressors and L/D heaters Identify the lines for cargo, ballast. Identify the equipment located for handling the cargo and ballast and for other related operations, such as Set up on the simulator and Operate Cargo pumps Set up on the simulator and Operate Ballast pumps Set up on the simulator and Operate Cooling water pump, glycol pump Set up on the simulator and Operate Lubricating oil pump Set up on the simulator and Operate L/D and H/D Compressors, L/D and H/D heaters Set up on the simulator and Operate LNG Vaporizers and Forcing Vaporizers Identify the inert gas distribution systems (Inert Gas Generators, Nitrogen Generator) Identify the cargo tank ventilation system (vent lines & vapour lines etc) Open and close valves, Emergency shut down systems (ESDS) Prerequisites: The underpinning knowledge about a LNG tanker and its constructions, equipments, pipelines, properties, hazards and its limitations, etc. Training Materials: OHP sheets Figs. 1 & 2 of mimic diagrams used in LCHS and essential underpinning knowledge about LNG tanker. Simulator Condition: Familiarization Membrane/Spherical types LNG tanker. exercises enabling operation in
Briefing: Before the exercise starts, the instructor should go through the cargo handling system and explain the different auxiliary systems, using drawings and diagrams similar to the simulator display pictures. Pipe dimensions, working pressure, valves and methods of valve control should be explained and discussed. Pumps for cargo and ballast should be explained with regard to pump type, capacity and the start/stop procedures. Boil off control system should be explained; start/stop of L/D compressors and L/D heaters, start/stop of H/D compressors and H/D heaters, Requirements and
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STW 38/3/2 ANNEX Page 50 use of Vaporizers and Forcing Vaporizers and it procedures should be explained and discussed. Finally, the instructor should go through the system for inert gas distribution, tank ventilation systems and methods of cargo tank atmosphere evaluation using gas detection system (sequential, portable). Student Action: After the explanations (discussion) the trainees are to: Call upon display pictures showing the cargo system and identify the different equipment and items Identify a certain cargo, ie, liquid, and follow the line through the submersible cargo pump to a certain cargo tank Identify the cargo pump on the line and valves from manifold to tank Start cargo pumps and Spray pumps. Open valves on Unload side of the pumps Open manifold valves Identify a certain ballast line and follow the line through the pump (p) or (s) to a certain tank Identify the ballast pumps on the line and valves from sea inlet and overboard line to tank Open suction valves in the ballast tank Open suction valves of the ballast pumps Start ballast pumps Start L/D compressors and L/D heaters, etc. Start/stop of H/D compressors and H/D heaters, etc. Close all valves Start/stop of Vaporizers and Forcing Vaporizers Instructor Action: Explain the simulated ship type, its equipments, pipelines, etc., system mimics and symbols used in mimics, Load master, etc. Debriefing: After the exercise has been carried out, time must be allocated to discussion of the exercise. Any deviation from reality should be focused upon and discussed. Evaluation: The instructor must set aside sufficient time to discuss thoroughly the systems before the trainees start to use the simulator. Starting up should only be carried out after observing and checking that everything has been correctly prepared. After the trainees have made their observations, taken notes and completed the operations, sufficient time should be set aside for discussion.
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Exercise No.2: Gassing up and cooling down of cargo tanks

Duration: 3 hours Objective: To provide experience to prepare the tanks for loading and cooling down of tanks. After completing the exercise the trainees should be able to Identify the equipment used for cooling down tanks (spray pumps) Set up a plan for gassing up and cooling down all cargo tanks Prior to tank cooling, Tank should be gassed up Explain the necessity of tank atmosphere evaluation when gassing up. Follow lighter and heavier gases in vapour and liquid lines respectively using displacement method, and/or Pressurization technique by dilution method. Monitor the change of gas using gas measuring instrumentation. Prerequisites: Knowledge about gassing up, cooling down and procedure for cooling down tanks, spray pumps. Training Material : LCHS (LNG) ship types and essential underpinning knowledge about LNG tanker and OHP sheets see fig. 4, 5, 6 & 7 if required for procedure of cooling down cargo tanks. Simulator Condition : All cargo tanks gassed up with LNG vapour. Briefing: Before the exercise starts the instructor should explain and discuss the equipment for tank cooling and gas-freeing. Methods of tank cooling (Liquid from Shore/Ship) should be explained and discussed. The trainees should be made familiar with procedures for the testing of tank atmosphere prior to starting and should be made aware of the importance of such tests. Student Action: After the explanations (discussion) the trainees are to: Set the lines for gassing up of tanks Select the line system for the cargo tanks that are to be cooled Set up a plan for cooling of these tanks Check tank atmosphere for oxygen content Commence tank cooling as required Instructor Action: To set the exercise and monitor the proper procedure for cooling down cargo tanks explaining that the rate of cooling down of the tank shell should not be done at a rate of more than 10 deg. C per hour. All cargo tanks are required to be cooled below 120C for preparing the tanks for loading. Debriefing: After the exercise has been carried out, time must be allocated for discussions. Any deviations from reality should be focused upon and discussed closely. Evaluation: The instructor must set aside sufficient time for discussing the systems before the trainees start to use the simulator. After the trainees have made their observations, taken notes and completed the exercise, sufficient time should be set aside for discuss.
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Exercise No.3: Loading of LNG cargo / Deballasting - Loading sequence

Duration: 6 hours Objective:To provide experience in the setting up of loading plans, the determination of the correct loading sequences, measuring the tank atmosphere, loading the cargo and demonstrating skill in topping up cargo tanks. After completing the exercise the trainees should be able to: Construct a loading plan Select cargo line or lines (liquid & vapour) using HD Compressors for vapour delivery Determine correct loading/deballasting sequence Explain acceptable loading rate Demonstrate skill in topping up the cargo tanks Pre-requisites : Stowage planning, stresses and Cargo calculation procedure Training Materials: LCHS (LNG) ship types and essential underpinning knowledge about Stowage planning, stresses and LNG Cargo calculation procedure. Use Fig. 8. For explaining Loading with Vapour return. Simulator Condition: Cargo tanks cooled down with LNG vapours to below -120C and ready for loading. Briefing: Before the exercise starts; the instructor should discuss thoroughly a loading operation in general. Checklists and safety requirements should be explained and discussed. Attention should be focused upon the necessity of good and close cooperation between the ship and terminal for attaining safe operation. The loading sequence of tanks should be discussed in relation to the trim of the ship and the hull stresses, including an explanation for sea and Port condition with the requirements of fuel consumption for arrival drafts. Topping up procedures should be described and explained. The lesson should be discussed in relation to the trim of the ship and the hull stresses. Topping up procedures should be described and explained. The lesson should also include an explanation of common monitoring equipment in a cargo tank and the emergency stop procedures. Student Action: After the explanations (discussion) the trainees are to: Select the cargo tanks for the loading of LNG Select the line system for loading Check the cargo tanks Pressure and temperatures Prepare lines and tanks for loading Connect the shore line to the manifold Commence loading at slow rate Check correct cargo flow Increase loading rate Observe pressure, flow, temperature and tank level
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STW 38/3/2 ANNEX Page 53 Reduce loading rate and give notices as required Top up the tanks to a pre-determined level Close the manifold Drain lines, purge manifold lines with Nitrogen and then air and finally close all valves and sample the line for gas content. Disconnect the shore line Calculate the quantity of cargo loaded
Instructor Action: Set the exercise and monitor through out the exercise. Debriefing: After the exercise has been carried out, time must be allocated to discussion. Any deviation from reality should be discussed and investigated more closely. Questions which can be discussed are: Other methods for loading? Can any other equipment/ line systems be used? Is it possible to load with a higher flow rate? Evaluation: The instructor must set aside sufficient time for discussing the procedures to be used for loading before the trainees start to use the simulator, and allocate time for general discussion after the exercise is completed.
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Exercise No.4: Unloading of LNG / Ballasting - Unloading sequence

Duration: 6 hours Objective: To provide experience in the construction of Unloading plans, the determination of the correct Unloading sequences, measuring the tank atmosphere, Unloading the cargo and demonstrating skill in stripping of and draining of cargo tanks and lines. After completing the exercise the trainees should be able to: Set up an Unloading plan Select cargo line or lines (liquid & vapour) for loading Determine correct Unloading sequence for cargo tanks Determine the quantity of heel required to be kept as ROB Demonstrate skill in stripping the cargo tanks if required Prerequisites: Unloading procedure, making a Unload plan considering ballasting required and stresses. Training Materials: LCHS (LNG) OHP Figs. 10 and 11.ship types and essential underpinning knowledge about LNG tanker. Simulator Condition: Cargo tanks cooled down to below -120 C and ready for unloading. Briefing: Before the exercise starts, the instructor should discuss thoroughly a Unloading operation in general. Checklists and safety requirements should be explained and discussed. Attention should be focused upon the necessity of good and close cooperation between the ship and terminal for attaining safe operation. The Unloading sequence of tanks should be discussed in relation to the trim of the ship and the hull stresses. Topping up procedures should be described and explained. The lesson should be discussed in relation to the trim of the ship and the hull stresses. Topping up procedures should be described and explained. The lesson should also include an explanation of common monitoring equipment in a cargo tank and the emergency stop procedures. Student Action: After the explanations (discussion) the trainees are to: Select a number of cargo tanks for the Unloading of LNG Select the line system for unloading Check the cargo tanks atmosphere Prepare lines and tanks for loading Connect the shore line to the manifold Commence unloading at slow rate Check correct cargo flow Increase Unloading rate Observe pressure, flow, temperature and tank level
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STW 38/3/2 ANNEX Page 55 Stripping of cargo tanks, Handling of deepwell cargo pumps when tank level is low and throttling of valve during stripping Close the manifold Drain and purge/aerate lines and close all valves Disconnect the shore line Calculate the quantity of cargo Unloaded
Instructor Action: Set the exercise and monitor the procedure for Unloading. Debriefing: After the exercise has been carried out, time must be allocated to discussion. Any deviation from reality should be discussed and investigated more closely. Questions which can be discussed are: Other methods for Unloading? Can other line systems be used? Is it possible to Unload with a higher flow rate? Evaluation: The instructor must set aside sufficient time for discussing the procedures to be used for Unloading before the trainees start to use the simulator, and allocate time for general discussion after the exercise is completed.
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Exercise No.5: Inerting / Gas-freeing / Warming up of cargo tanks

Duration: 6 hours Objective: To provide experience to prepare the tanks for cargo operations after repairs/ man-entry/ dry-docking. After completing the exercise the trainees should be able to: Identify the equipment used for inerting /Gas freeing/Warming up of cargo tanks. Set up a plan for inerting / Gas freeing all cargo tanks Explain the necessity of tank atmosphere evaluation prior to inerting / Gas-freeing Follow lighter and heavier gases in vapour and liquid lines respectively using displacement method. While entering dry dock e.g.: warming up, inerting, gas freeing Prerequisites: knowledge about procedure for docking the ship and preparing tanks after docking. Training Material: LCHS (LNG) Simulator includes- Inert Gas plants, Nitrogen Generators, H/D Heaters, and Vaporizers, etc. Use Fig. 3 & 13 for explaining Drying and warming up procedures. Simulator Condition: Tanks with LNG liquid at -161C / Tanks gas freed and dried condition. Briefing: Before the exercise starts the instructor should explain and discuss the equipment for gas-freeing. Methods of tank ventilation and gas freeing should be explained. The trainees should be made familiar with procedures for the testing of tank atmosphere prior to entering and should be made aware of the importance of such tests. Student Action: After the explanations (discussion) the trainees are to: Select the line system for liquid freeing of cargo tanks that are to be inerted Drain liquid completely from cargo tanks, lines and pumps Set up a plan for gas-freeing and inerting of these tanks Prepare the lines for warming up these tanks Purge tanks with/Cargo vapours/ IG/ Air as directed by the instructor Check tank atmosphere for oxygen/%volume content as required Instructor Action: Set the exercise and monitor the procedure followed by the student. Debriefing: After the exercise has been carried out, time must be allocated for discussions. Any deviations from reality should be focused upon and discussed closely. It should be stressed that no tank should be entered without proper safety equipment and personnel protection unless tests of the tank atmosphere prove it is safe. Ventilation should always be in operation during tank inspection and/or tank work and the atmosphere should be tested regularly.
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STW 38/3/2 ANNEX Page 57 Evaluation: The instructor must set aside sufficient time for discussing the systems before the trainees start to use the simulator. After the trainees have made their observations, taken notes and completed the exercise, sufficient time should be set aside for discussion.
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Exercise No.6: Ballast / Loaded passage using Boil-off to use for M/E Propulsion and Ballasting / De-ballasting with Fault insertions for remedial actions
Duration: 3 hours Aim: To provide experience in ballasting/ de-ballasting, in a loaded passage particularly in connection with selection of tanks, hull stresses and stability and recognize any faults and take remedial actions as and when incorporated by the Instructor. After completing the exercise the trainees should be able to execute on the simulator: LNGs boil-off gas which may be used as a fuel for the ship's propulsion. When boil-off gas is burned in a boiler, the gas is drawn from the tank by the L/D compressor. And after the gas is compressed to the required pressure, it is heated to a normal temperature by a L/D heater and is sent to the boiler to be burned to generate steam for driving the main propulsion turbine In a ballast passage it may not be possible to draw enough vapour. It may then entail using the spray pumps to draw liquid to the forcing vaporizer, then lead it to the L/D heater before being sent to the boiler Explain how ballast is distributed to reduce hull stress and to obtain an acceptable stability and manoeuvring ability of the ship Select the line for ballast/de-ballast Select the tanks required for ballast/de-ballast Operate the ballast pump Carry out the ballast/de-ballasting operation Recognize faults and take corrective actions immediately as and when they are inserted by the Instructor. Carrying out the exercise Before the exercise starts the instructor should explain Boil off Control in LNG ships and also discuss the ballast operations to be carried out. Correct ballasting and de-ballasting procedures should be discussed. National and international regulations for pollution should also be focused upon as these affect the handling of ballast. With the Unloaded ship as a starting point, the trainees should ballast the ship to a draught necessary for safe passage. After the explanations (discussion) the trainees are to: Set the lines to start boil off control to Boiler using L/D Compressor and L/D Heater Set the lines using forcing Vaporizers in a ballast passage. Stipulate the draught necessary for the safe handling of the ship Select the number of tanks necessary for ballast to obtain the stipulated draught Prepare the lines and tanks for ballasting/de-ballasting Commence ballasting by running in Check ballast flow Start the ballast pump when this is appropriate Top up the ballast tanks to a calculated level
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STW 38/3/2 ANNEX Page 59 Quickly recognize any faults and take remedial actions as and when inserted by the Instructor Stop pumps Close all valves.
Follow-up After the exercise has been carried out, time must be allocated to discussion of the exercise. Any deviation from reality should be focused upon and discussed. Time taken The instructor must set aside sufficient time for discussing the recognition of inserted faults. After the trainees have made their observations, taken notes and completed the exercise, time should be allowed for discussion stating the corrective actions and fault recognition techniques. Prerequisites: knowledge about procedure for using BOG as propulsion fuel Training Material: LCHS (LNG) Simulator includes - H/D Heaters, Vaporizers, etc. Use Fig. 9 & 12 for explaining Ballast passage and Loaded passage Boil off Gas burning procedures. Instructor Action: Set the exercise and monitor the procedure followed by the student. Debriefing: After the exercise has been carried out, time must be allocated for discussions. Any deviations from reality should be focused upon and discussed closely. It should be stressed that vigilance in monitoring Temperature and pressure trends is the key to following the conditions within the tank and taking early action in case of any machinery failures. Evaluation: The instructor must set aside sufficient time for discussing the systems before the trainees start to use the simulator. After the trainees have made their observations, taken notes and completed the exercise, sufficient time should be set aside for discuss where are the areas for improvement.
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Part E: Evaluation
1. Introduction
The effectiveness of any evaluation depends on the accuracy of the description of what is to be measured. The learning objectives that are used in the detailed teaching syllabus will provide a sound base for the construction of suitable tests for evaluating trainee progress.
2.
Method of evaluation
The methods chosen to carry out an evaluation will depend upon what the trainee is expected to achieve in terms of knowing, comprehending and applying the course content. The methods used can range from a simple question-and-answer discussion with the trainees (either individually or as a group) to prepared tests requiring the selection of correct or best responses from given alternatives, the correct matching of given Items, the supply of short answers or the supply of more extensive written responses to prepared questions. Where the course content is aimed at the acquisition of practical skills, the test would involve a practical demonstration by the trainee making use of appropriate equipment, tools, etc. The responses demanded may therefore consist of: ! the recall of facts or information, by viva-voce or objective tests ! the practical demonstration of an attained skill ! the oral or written description of procedures or activities ! the identification and use of data from sketches, drawings, maps, charts, etc. ! carrying out calculations to solve numerical problems ! the writing of an exercise log.
3.
Validity
The evaluation must be based on clearly defined objectives, and it must truly represent what is to be measured. There must be a reasonable balance between the subject topics involved and also in the testing of trainees KNOWLEDGE, COMPREHENSION and APPLICATION of concepts. The time allocated for the trainee to provide a response is very important. Each question or task must be properly tested and validated before It is used to ensure that the test will provide a fair and valid evaluation.
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4.
Reliability
To be reliable, an evaluation procedure should produce reasonably consistent results no matter which set of papers or version of the test is used.
5.
Subjective testing
Traditional methods of evaluation require the trainee to demonstrate what has been learned by stating or writing formal answers to questions. Such evaluation is subjective In that It invariably depends upon the judgment of the evaluator. Different evaluators can produce quite different scores when marking the same paper or evaluating oral answers.
6.
Objective testing
A variety of objective tests have been developed over the years. Their common feature Is that the evaluation does not require a judgment by the evaluator. The response is either right or wrong. One type of objective test involves supplying an answer, generally a single word, to complete the missing portion of a sentence. Another involves supplying a short answer of two or three words to a question. Such tests are known as completion tests and short answer tests. Another form of objective testing consists of selective response tests in which the correct, or best, response must be selected from given alternatives. Such tests may consist of matching tests, in which items contained in two separate lists must be matched, or they may be of the true/false type or of the multiplechoice type. The most flexible form of objective test is the multiple-choice test, which presents the trainee with a problem and a list of alternative solutions, from which he must select the most appropriate. Action on a simulator can be recorded and objectively analysed during a replay or debrief using log printouts.
7.
Distracters
The incorrect alternatives in multiple-choice questions are called distracters, because their purpose is to distract the uninformed trainee from the correct response. The distracter must be realistic and should be based on misconceptions commonly held, or on mistakes commonly made. The options none of the above or all of the above are used in some tests. These can be helpful, but should be used sparingly. Distracters should distract the uninformed, but they should not take the form of trick questions that could mislead the knowledgeable trainee (for example, do not insert not into a correct response to make It a distracter).
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8.
Guess factor
The guess factor with four alternative responses in a multiple-choice test would be 25%. The pass mark chosen for all selective-response questions should take this into account.
9.
Scoring
In simple scoring of objective tests one mark may be allotted to each correct response and zero for a wrong or nil response. A more sophisticated scoring technique entails awarding one mark for a correct response, zero for a nil response and minus one for an incorrect response. Where a multiple-choice test Involves four alternatives, this means that a totally uninformed guess involves a 25% chance of gaining one mark and a 75% chance of losing one mark. Scores can be weighted to reflect the relative Importance of questions, or of sections of an evaluation.
Information Requested of Instructors Who Implement IMO Model Courses Introduction 1. IMO model courses are periodically revised to take into account the changes which have taken place in relevant Conventions, resolutions and other matters affecting each course. To help lMO to improve the content of courses when they are revised, the assistance of all instructors who implement or participate in implementing courses is requested, whether the implementation is part of an IMO technical co-operation project or part of a Maritime Training Academys regular programme. Information requested and its format 2. To simplify their consolidation by IMO, the technical comments and suggestions for the Improvement of model courses should follow the format that is outlined below. If no comments or suggestions are to be provided under a topic, please insert no comment against the Item. 3. Please identify: .1 the course number and title; .2 the date and location of its implementation; .3 the approximate number of IMO model courses you have implemented to date; and .4 the approximate number of times you have Implemented this particular model course. In commenting on Part A Course Framework, please comment on the Items (Scope, Objectives, etc.) in the order In which they appear In the course; In all cases, please Indicate:
4.
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STW 38/3/2 ANNEX Page 63 1. 2. 3. 4. the number of participants who met the entry standards and the number who did not; the course intake and, if the recommendations In Course Intake limitations were exceeded, the reasons for this and your observations on the effect of this on the qualify of the course; If the conditions under Staff requirements were met; If not, please Indicate the nature of the deficiency and give your observations of the effect of this on the quality of presentation of the course; and any lack of equipment or facilities as compared with the recommendations under Teaching facilities and equipment and your observations of the effect of this lack on the quality of presentation of the course.
5.
In commenting on Part B Course Outline, please bear in mind that minor variations In time allocations are Inevitable. Major difficulties with allocations of time and any omissions or redundancies of subject areas should be briefly explained. In commenting on Part C Detailed Teaching Syllabus, please identify the specific learning objectives concerned by their paragraph numbers. In commenting on Part D Instructors Manual, please clearly identify the section concerned. If the bibliography or the practical exercises are found to be unsatisfactory, please. Identify suitable alternative texts, as far as is possible, or outline alternative exercises, as appropriate.
6. 7.
8.
Any further comments or suggestions you may have which fall outside the scope of the items listed above may be added at the end. In particular, your views on the usefulness of the course material to you in implementing the course would be appreciated, as would the contribution to IMO of any additional teaching material you found useful in implementing it.
Please address your comments to: Maritime Safety Division International Maritime Organization 4 Albert Embankment London SE1 7SR U.K. Tel: (+) 44 207 735 7611 Fax: (+) 44 207 587 3346 __________
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Executive Summary: Action To Be Taken: Related Documents:: International Maritime Organization

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INTERNATIONAL MARITIME ORGANIZATION

SUB-COMMITTEE ON STANDARDS OF TRAINING AND WATCHKEEPING 38th session Agenda item 3

International Maritime Organization

STW 38/3/2 ANNEX Page 2

STW 38/3/2 ANNEX Page 3

STW 38/3/2 ANNEX Page 4

Purpose of the model courses

Use of the model course

Evaluation or assessment of trainee progress

STW 38/3/2 ANNEX Page 6

Part A: Course Framework

Course certificate, diploma or document

! Course intake limitations

! Teaching facilities and equipment

! Teaching Aids (A)

! IMO references (R)

STW 38/3/2 ANNEX Page 10

STW 38/3/2 ANNEX Page 11

Part B: Course Outline & Timetable

STW 38/3/2 ANNEX Page 12

2nd Period (1.5 hours)

1.3 Pipe system control valves, ESD 1.4 Pumps

3.3 Deballasting 4. Cargo Operations 4.1 General Provisions

L 3rd Period (1.5 hours) 1.5 Instrumentation 1.6 Controls

2.3 Gas freeing

Ballast Operations 3.1 General Provisions

4.2 Loading Cargo (O2,Liquid & Vapour Purge)

4th Period (1.5 hours)

1.7 Basic Operations & Procedures

B R E 2.2 Gassing up of cargo tanks

3.1 General Provisions 3.2 Ballasting

4.2 Loading Cargo 4.3 Discharging Cargo

5.3 Remedial Actions

STW 38/3/2 ANNEX Page 13

Part C: Detailed Teaching Syllabus

References and teaching aids

STW 38/3/2 ANNEX Page 15 Para. Paragraph Sc. Section

STW 38/3/2 ANNEX Page 17

Knowledge, understanding and proficiency

IMO Reference R1-Reg.V/1

Textbooks, Bibliography T1,T3

Teaching Aid A1, A2

1.4 Pipeline Arrangements

STW 38/3/2 ANNEX Page 18

R1, R2, R3,R4,

STW 38/3/2 ANNEX Page 19

Knowledge, understanding and proficiency

Basic operations and procedures

IMO Reference R1, R2, R3, R4,

Textbooks , Bibliography T1,T2,T3, B4, B7

Special operations and procedures (10hrs) 2.1 Tank Atmosphere Evaluation

T1,T2,T3 T1, T3, B1

STW 38/3/2 ANNEX Page 20

2.2 Use of Nitrogen & IG

2.3 Gas freeing of cargo Tanks

STW 38/3/2 ANNEX Page 21

2.4 Gassing up (Purging of inert gas)

2.5 Cooling down of cargo tanks

STW 38/3/2 ANNEX Page 22

2.6 Loading Procedures

2.7 Boil off gas control

STW 38/3/2 ANNEX Page 23