Crude Oil Washing 2

Code: COM- T/ 8
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014

Ver: 2.00
CRUDE OIL WASHING Page 1 of 8
References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001
8 CRUDE OIL WASHING ............................................................................................... 1

8.1 GENERAL INFORMATION .................................................................................................................1
8.2 RESPONSIBILITY ...............................................................................................................................2
8.3 TANK ATMOSPHERE CONTROL .....................................................................................................3
8.4 PRIOR TO ARRIVAL AT THE DISCHARGE PORT ..........................................................................3
8.5 PRIOR TO CRUDE OIL WASHING ....................................................................................................4
8.6 PRECAUTIONS AFTER CRUDE OIL WASHING ..............................................................................5
8.7 GAS GENERATION WHILST CRUDE OIL WASHING......................................................................5
8.8 WATER WASHING AFTER CRUDE OIL WASHING.........................................................................6
8.9 OIL POLLUTION CONTROL ..............................................................................................................6
8.10 LIST OF CRUDE OILS UNSUITABLE FOR CRUDE OIL WASHING ...............................................7
8 CRUDE OIL WASHING

This section must be used in conjunction with “Crude Oil Washing Manual” approved by R.O.
8.1 GENERAL INFORMATION

The concept of crude oil washing (C.O.W.) for cleaning tanks previously contain crude oils was initially
developed for commercial and environmental reasons, which include:-
a. Increased cargo recovery (Improved outturn)
b. Less deadweight loss (Reduced sludge and wax residues)
c. Reduced workload at sea (Less tank washing)
d. Less corrosion
e. Reduced time in preparation tanks for dry-docking / repairs, etc.
f. Pollution Control
Almost all crude cargoes result in deposits of sludge on tank bottom and other structures in the tank.
Typically at least 50% of this residue sludge will reside on members other than the tank bottom. This sludge
consists mainly of waxy and asphaltic constituents of the crude oil and if allowed to settle may lead to serious
problem through impeding drainage.
Delays caused by tank washing can be minimized by careful advance planning and avoiding over-washing.
A totally successful Crude Oil Wash (C.O.W.) program pre-supposes all cargo pumps, washing equipment
and the Inert Gas Plant to be in good working order.
Ship specific C.O.W. manual to be used as a guideline for crude oil washing.
The additional time used in re-circulating the cargo for oil washing will be:-
a. Least when the shore backpressure limits are reached while the ship is still below its full pumping
capacity.
b. Most when the ship’s discharge is not limited by shore.
A complete C.O.W. of the vessel need only be carried out at the final discharge port prior to proceeding to dry
dock.
The tankage to be Crude Oil Washed must always be maximized (Terminal permitting) to ensure minimize
sludge / wax and cargo loss.
NOT CONTROLLED WHEN PRINTED

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No ballast is to be loaded into tanks that have not been C.O.W. in the cargo discharge prior to ballasting.
The designated clean ballast tanks will also have to be, in addition, water washed to clean ballast discharge
standard. Water washing of crude oil washed tanks, however, should be kept to the absolute minimum.
Prior to commencement of any C.O.W. the O2 content within the tanks must be tested. If O2 level are
greater than 8% C.O.W. must NOT be started or continued until tank(s) have been purged with I.G. to reduce
the O2 level.
The general requirement during C.O.W. is for an O2 level below 8% in tanks corresponding to an on-line O2
of below 5%. Certain terminals however, have rather more stringent requirements. If a vessel is discharging
at such a terminal, strict compliance of all terminal requirements and regulations must be complied with.
No C.O.W. is to be carried out in any tank unless there is a good positive I.G. pressure within the tank(s) to
be washed. At least 100 mm. WG is the absolute lower limitNo. C.O.W. is to be carried out at any terminal
unless WRITTEN permission has obtained from those in authority at that terminal.
Use of portable C.O.W. equipment is strictly forbidden.
It is the Management’s policy to co-operate closely and fully with the Charterer and Owners of vessels. In the
event of your Charterers or Owners requesting you to cancel or vary your C.O.W. programme, you may do so
as long as such request does not involve a lowering of safety standards as specified in these instructions. In
all such circumstances the Management should be immediately informed giving full details of the
circumstances.
After completion of discharge and C.O.W. operations, all tanks must be purged with inert gas to reduce the
level of hydrocarbon gas to below the Lower Flammable Limit. It should be noted that most ports will not
permit purging or gas freeing whilst alongside or in port as a Safety and anti-air pollution measure.
Purging must be carried out as soon as practicable after the vessel has departed from the last discharge port.
With a multi-port discharge any tanks that have been emptied should be purged as a Safety Measure
between ports. When all tanks have been purged, the inert gas system can be shut down. Depending on the
length of the ballast passage it may be necessary to use the I.G. plant to ensure positive pressure within the
tanks at all times. During the purging of the cargo tanks full safety precautions must be maintained, as this is
a very hazardous period.
Water washing should be kept to a minimum. After a crude oil wash no water washing is to be done other
than that required to:
a. Bring tanks for clean ballast to a satisfactory standard.
b. Clean tanks that have been designated for tank maintenance or inspection to a safe entry
condition.
When oil washing during discharge has not been possible only those tanks to be used for clean ballast
should be water washed. If however, oil washing has not been possible on consecutive discharges water
washing of other tanks must be considered for the purposes of sediment control.
8.2 RESPONSIBILITY
1. The Master shall be, at all times, totally responsible for ensuring a safe and efficient C.O.W.
operation
2. The Chief Officer is responsible to the Master for planning the C.O.W. programme and its
implementation. All C.O.W. programs drawn up by the Chief Officer must be fully discussed with the
Master and his approval obtained before proceeding with C.O.W.

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3. The Chief Officer must ensure that all other personnel actively engaged in the C.O.W. program fully
understand their role and areas of responsibility. A clear detailed schedule and diagram of the
C.O.W. programme must be drawn up which include stress and bending moment calculations for the
entire discharge period.
4. The Chief Engineer shall be responsible for the efficient operation of the Inert Gas plant at all times
during the C.O.W. programme. The Chief Officer and Chief Engineer must also discuss the
programme so that each understands the requirements of the other.
8.3 TANK ATMOSPHERE CONTROL

1. Hydrocarbon gas burns in air when its concentration is within the flammable range that is between
the Upper and Lower Flammable Limits. If the concentration of hydrocarbon gas is above or below
these limits it will not burn because it is either ‘over rich’ or ‘too lean’. An over rich mixture will enter
the flammable range when diluted sufficiently with air.
2. The gases given off by crude oil cargoes consist of mixtures of a number of individual hydrocarbon
gases each of which has its own flammable limits. The flammable limits of a particular mixture,
therefore, depends on the relative proportions of these individual gases and thus varies with the type
of crude oil. However, for practical purposes, the limits of flammability of such mixtures are generally
as follows:
3. Upper flammable limit (UFL) : 10% (10% gas, 90% air)
4. Lower flammable limit (LFL) : 1% (1% gas, 99% air)
5. These flammable limits are for petroleum gas mixture in fresh air, which contains 21% oxygen. If the
oxygen content is reduced the range of flammability becomes narrower until the mixture becomes
non-flammable because there is insufficient oxygen present to support combustion is 11% and this is
irrespective of the petroleum gas composition or concentration.
6. The main constituent of air is nitrogen (78%). This is an inert gas and will not support combustion.
Boiler flue gas also consists mainly of nitrogen and with good combustion conditions in the boiler, the
oxygen content of the flue gas can be maintained below 8%. It can therefore be used to make the
tank atmosphere non-flammable.
8.4 PRIOR TO ARRIVAL AT THE DISCHARGE PORT

Prior to arrival at the discharge port, the following must be carried out:
1. The inert gas system must be tested to ensure that all components and instruments are operating
properly. Both the fixed and portable instrumentation must be tested and fully calibrated.
2. Fixed tank cleaning lines must be tested to a pressure working pressure or as required by ship
specific cargo operational manual and any leakage in valve glands, joints or couplings, etc., made
good. Enter this test in the deck log book.
3. The tank-washing heater must be isolated by closing and lashing the valves on both sides, and the
by-pass valves opened.

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4. All crew members must be properly instructed as to the procedures to be follow during the C.O.W.
operation. A C.O.W. schedule should be made up, approved by the Master and reviewed by all
concerned.
5. Authorities and the vessel’s agents must be advised by cable, telex or fax of the vessel’s intention to
C.O.W. concurrent with the discharge operation. Instruct the agents to inform all the Port Authorities
concerned and to advise when permission has been granted. Advise also the Management so that in
case of difficulties the matter can be readily acted upon.
8.5 PRIOR TO CRUDE OIL WASHING

No C.O.W. is to be started until the Master has satisfied himself that the following has or will be complied
with:
1. The WRITTEN confirmation has been obtained from the Terminal authorities to carry out the C.O.W.
programme. (If the Terminal refuses permission for crude oil washing though no fault of the vessel,
issue an immediate protest and ensure that it is signed by the relevant authorities and advise the
Management and Charterers)
2. That the Inert Gas system is producing gas with the proper oxygen content, i.e. less than 8% (some
terminals require 5%).
3. That the C.O.W. programme as previously discussed and agreed is to be directly supervised by the
Chief Officer. C.O.W. checklist as mentioned in Annex 3 complied with.
4. That during the entire period of C.O.W. operation one additional crew member shall be added to the
normal deck watch whose SOLE responsibility is to make continuous rounds of the deck area to
ensure that no leaks that may develop go undetected. This crew member must be supplied with an
operational hand held radio set to ensure communication between the cargo control room, and the
deck watch, is maintained at all times during the washing operation. It is most important that the
designated crew member is fully conversant with the operation of the hand held radio set in use.
5. That the supply of crude oil to the fixed machines is to be drawn from tanks that have already had
their ‘bottom’ pumped out. This is to prevent the possibility of driving the washing machines with
crude that may contain a large percentage of water, which would subsequently create higher than
normal static electricity build up. If cargo from the vessels slop tank is to be used then these tanks
must first be discharged and then refilled with ‘fresh crude’.
6. If during the washing operation any leaks develop in the fixed piping system, or at any time there is
any doubt as to the proper operation of the vessels inert gas system, then the operation is to be
immediately terminated until the problem has been rectified.
7. The tank ullage float gauge (if fitted) MUST be raised to the housed position before the tank washing
machines are actuated. During the washing operation of each tank it will be necessary from time to
time to ascertain if the tank bottom is being kept dry. This can only be done by lowering the tank
gauge. Before the gauge is lowered ensure that the washing machines adjacent to the gauge have
been shut off. Failure to do so will result in the gauge being damaged.
8. Tank bottom closed dipping to be taken to taken to ascertain existence of sludge. If required an extra
bottom wash to be given.
9. Usually a good trim is recommended for C.O.W. However for certain tanks, towards the after part of
the ship may require less trim depending upon the shape of the tank. Ship specific C.O.W. manual to
be referred for optimum results.

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10. In case of heavy accumulation of sludge in a particular part of the tank, it is usually possible to direct
one of the tank cleaning machines continuously for sometime in that direction to sweep away the
sludge.
8.6 PRECAUTIONS AFTER CRUDE OIL WASHING

1. On completion of the C.O.W. the valves between the discharge line and the tank cleaning line must
be securely SHUT and LASHED.
2. The fixed deck tank washing line MUST be drained of crude oil. This is best achieved by opening
one of the washing valves to the slop tank and another valve at the foremost end of the line, i.e. one
centre tank. Do no forget to drain all the branch lines by dropping each section into the tank it
serves.
3. After the tank washing lines have been drained. The entire system must be shut down.
4. In accordance with established procedures all tanks are to be purged to below LF after sailing.
Tanks to be opened for fresh air. Hydrocarbon levels in the tank must be reduce so that at no time in
the subsequent gas freeing will the tank atmosphere enter the flammable range. If must always be
below the critical dilution level.
5. The only tanks that are to be washed are those for clean ballast and those where entry is required
for repairs.
6. When a vessel is proceeding to a port for repairs / dry-docking and a gas free condition is required, it
will be necessary to water wash throughout.
7. After any tanks have been ventilated for inspection they must be fully re-inerted before any water
washing commences.
8.7 GAS GENERATION WHILST CRUDE OIL WASHING

1. While C.O.W. is being carried out hydrocarbon gas will be generated. This may manifest itself by a
rise in the tank pressure and will be most evident in areas with high ambient temperatures.
2. If washing is concurrent with discharge then this rise in pressure can easily be allowed for by
adjusting the pressure controller of the inert gas plant, if necessary.
3. When crude oil washing is carried out without the inert gas fan in operation, for example, washing at
sea between two ports there may be a gradual increase in pressure. If allowed to become excessive
this pressure may lift the P/V valves.
4. The P/V valves are usually set to lift at about 1400 mm.w.g.
5. Before the tank pressure reaches the high level the by-pass valve on the vent riser should be opened
to allow the excess pressure to escape to atmosphere via the vent at the top of the mast.
6. It must be remembered that by opening this by-pass valve a means of air entering the vessels tanks
will occur if the pressure in the system becomes negative at any time. Care must be taken therefore
to ensure that once the tank pressure has been reduced to a safe level the by-pass valve must be
securely shut.

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8.8 WATER WASHING AFTER CRUDE OIL WASHING

1. Successful COW makes water washing unnecessary except for carriage of clean ballast or when
tanks have to be entered for repairs.
2. After oil washing, all surfaces should be clear of sediment, but a small quantity of free oil will
accumulate in the suction area of the tank. Some of this will be un-pumpable and some from
clingage. For clean ballast, and when tanks have to be gas freed this will have to be washed out.
3. Provided that full coverage has been given to a tank during oil washing, water washing cycles will
usually be sufficient to bring it to a clean ballast standard.
4. The oxygen content of the tanks to be washed must be checked to ensure that they are fully inerted.
If necessary they are to be re-purged before commencing water washing.
5. Water washing should be carried out by washing sea to slop tank or re-circulating from slop to slop
tank internally. Tank must not be washed from sea to sea under any circumstances.
6. Cargo lines MUST NOT be washed sea to sea unless they have previously been washed to cargo or
slop tanks.
7. All cargo lines and pumps that are to be used for clea ballast will also have to be washed.
8. These lines can be either:
a. Flushed through initially when loading dirty ballast at the discharge port.
b. Flushed through to the tanks to be washed for clean ballast and then stripped out to
the slop tank before washing
c. Directly washed back to the slop tank.
d. Or a combination of all three.
9. Whatever system is used it must be very thorough as the slightest trace of oil will downgrade the
clean ballast. This is not so critical at a terminal that has ballast reception facilities (the terminal may
be willing to receive full dirty ballast) but is a high pollution hazard at terminals with no facilities.
10. During the line washing the slop tank can be filled to the correct level(s) for re-circulatory washing.
11. Ensure that during all washing operations, C.O.W. or water washing, that an adequate ullage is
maintained in the slop tank. It is most important that a diligent watch be kept on the slop tank ullage.
8.9 OIL POLLUTION CONTROL

1. At any time when discharging dirty ballast from cargo tanks great care must be taken to ensure that
oily water is not discharged to sea. Discharge rates from individual tanks must be reduced on
approaching a water sounding of about 15% of the tank depth. Pumping rates must be slowed down
to minimum revolution to avoid drawing oil from the water surface into the suction by vortex or weir
effects Discharge overboard should be stopped before the level at which oil entrainment is known to
occur (2 to 3 metres) is reached.
2. The remaining dirty ballast should be educted / stripped into Vessel’s slop system.
3. If oil washing has been correctly carried out at the discharge port then only minimum water wash will
be required to bring the tanks to a clean ballast standard.
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4. Should water washing of any cargo tanks other than the clean ballast tanks required, then this should
also be done prior to changing the ballast.
5. Great care must be taken when decanting water from the slop tank(s) to prevent oil discharge to sea.
6. On completion of all water washing operations, i.e. tank cleaning, ballast from dirty to clean condition
and line washing, the contents of the slop tank(s) should remain undisturbed for a period of at least
24 hours before commencing the decant. It is obvious that the longer the settlement time allowed the
better the separation of the oil from water will be. Before this period do not forget to discharge
pumproom bilges to the slop tank especially if there is a lot of water evident.
7. Before any decanting takes place the position of the oil / water interface in the slop tank must be
established. This is determined by using the INTERFACE DETECTOR.
8. Ensure that the oily water discharge control monitor is fully operational before commencing the
decanting operation. Check that the monitor performance conforms to existing international
regulations.
9. Once the interface in the slop tanks is known, the oil free water is discharged to sea using a main
cargo pump running on reduced revs. Frequent overboard inspection is to be maintained to prevent
inadvertent discharge of oil.
10. The use of the main cargo pump is to stop when TWO metres of oil free water remains in the slop
tank(s). This should leave sufficient water to prevent a vortex drawing oil to the pump in concurrence
with the ODME.
11. The remaining oil free water is to be discharged using the stripping pump(s). Slowing the stripping
pump as the interface is approached. During this final stage of decanting a crew member is to be
positioned at the vessels side where he can visually monitor the overboard discharge. Just before
reaching the interface the stripping pump must be stopped.
12. If, before the interface level is reached it is reported that ‘slight’ traces of oil are being discharged,
then the decanting operation must be stopped immediately.
13. On the ships that have Crude Oil Operation, must be posted a notice advise that the line can contain
crude oil and as consequence the unauthorized personnel must not operate with the valves
8.10 LIST OF CRUDE OILS UNSUITABLE FOR CRUDE OIL WASHING

1. As a general guidance to the stability of oil for crude oil washing, following criteria should be used.
a) The viscosity of the oil at the discharging temperature should not exceed 600 cst.
b) The cargo should be discharged at a temperature, which exceeds its pour point by at least
30 degree C.
c) All necessary precautions must be taken to prevent the washing oil solidifying in the COW
piping system.
2. These criteria are for general guidance and should be used when other information is not available.
3. The following is an informative list of potentially difficult crude oils due to their high pour points and
viscosity. This list, however must not be regard as exhaustive.
Amna Lagunillas
Ardjuna Lucina

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Boscan Maya
Bu Attifel Minas (Sumatra Heavy)
Cabina Minas (Sumatra Light)
Cinta Sarir
Duri Shengli
Gamba Tapis
Jatibarang Tia Juana Pesado
Labuan Tila
Laguna
4. Crude Oils that are unsuitable for crude oil washing should not be carried without first consulting the
operators and managers.

Crude Oil Washing 2

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Code: COM- T/ 8

CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014

8 CRUDE OIL WASHING ............................................................................................... 1

8 CRUDE OIL WASHING

8.1 GENERAL INFORMATION

NOT CONTROLLED WHEN PRINTED

NOT CONTROLLED WHEN PRINTED

8.3 TANK ATMOSPHERE CONTROL

8.4 PRIOR TO ARRIVAL AT THE DISCHARGE PORT

NOT CONTROLLED WHEN PRINTED

8.5 PRIOR TO CRUDE OIL WASHING

NOT CONTROLLED WHEN PRINTED

8.6 PRECAUTIONS AFTER CRUDE OIL WASHING

8.7 GAS GENERATION WHILST CRUDE OIL WASHING

NOT CONTROLLED WHEN PRINTED

8.8 WATER WASHING AFTER CRUDE OIL WASHING

8.9 OIL POLLUTION CONTROL

8.10 LIST OF CRUDE OILS UNSUITABLE FOR CRUDE OIL WASHING

NOT CONTROLLED WHEN PRINTED

NOT CONTROLLED WHEN PRINTED

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