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2.9 TANK WASHING PLAN

The requirements for tank washing during the ballast voyage are determined
primarily by the cargo orders for the next voyage and the cargo previously
carried. When the prior cargo is compatible with the next cargo to be carried,
tank washing may not be required. At the other extreme, if a clean product
voyage follows a black oil cargo then preparation may require extensive tank
washing, cleaning and even drying before the tank is ready for the next loading.
Other reasons for tank washing include preparations for clean ballast,
maintenance cleaning (to prevent sludge accumulation), leak detection, tank or
piping repairs and shipyard cleaning. Between 1/4 and 1/3 of the ship's tanks
may be washed for the reasons above. In laying out his tank cleaning plan the
chief officer considers cargo requirements, ballast, repairs and maintenance. The
most efficient program is one which cleans as many tanks as possible for more
than one purpose. For example, if the chief officer has the choice of cleaning and
de-scaling one of two tanks for a cargo change, one of which has been recently
inspected, he should clean the other tank so that it may be inspected during the
de-scaling operation. Tanks which were crude oil washed require water washing
before they can be filled with 'clean' ballast.
2.9.1 Tank preparation matrix and instructions
A time charterer may be responsible to the cargo owner for the adequate
preparation of the ship's tanks to receive cargo, but the owners and master are
ultimately responsible to charterer for the condition of the ship's tanks for each
voyage. The most important tool for setting out the tank washing program is the
tank washing matrix or cargo change matrix. The tank washing matrix is a grid
diagram with the 'previous cargoes' arranged in horizontal rows and the 'next
cargoes' listed as vertical columns. By finding the intersection between the
column corresponding to the last cargo carried and the row headed by the next
cargo to be loaded, the chief officer can determine the tank preparation
requirements. Tank washing matrices should be provided for both coated and
un-coated tanks, as the required preparation is somewhat different. Coated
tanks with coating failure of more than 10% of the total surface should be
considered and washed as un-coated tanks.
Cleanproductstankpreparationguide
Lastcargocarried(refertonumbersfrom'cargotobeloaded'column)
9 10
CARGO:CARGOTOBELOADED Avgas Jet Unis Reg Nap Kero Gasoil Diesel Lubes

Aviationgasoline FD F.D FD FD Cw

This table is an example of a cargo tank preparation matrix for use on clean product tankers. The
recommendations are examples only, and should not be used for guidance when owner's or charterer's tank
cleaning instructions are available.

The origin of a tank preparation matrix is the amount of maximum allowable

contamination between products which can be permitted while maintaining
product quality. Cross contamination between products can affect a number of
product criteria such as:
Colour, octane, density, bromine number, lead, sediment, cloud point, flash
point, vapour pressure, viscosity, gum, sulphur, thermal stability, odour, pour
point, smoke point, carbon content, final boiling point, initial boiling point, water
separator index, mercaptan.
It would be difficult for a chief officer to evaluate each of these criteria when
changing cargoes. Owner's have done this for him by preparing standard tank
washing matrices.
The levels of preparation indicated may include:
Bottom flush and strip dry
No cleaning required Cold water machine wash
Drain lines and pumps
Hot water machine wash
Fresh water rinse
Ventilate tanks Gas free tanks
Remove all sludge and scale
Mop and ventilate tank Remove all free water
Number of washing cycles
Cleaning impractical
Number of washing hours

The table above is an example of a cargo tank preparation matrix for use on black oil tankers. The
recommendations are examples only, and should not be used for guidance when the owner's or charterer's tank
cleaning instructions are available.

The required preparations may include any one, or a combination of the above
procedures. The most stringent preparations are required for refined products,
but some mixtures of crude oils can be equally troublesome. Some combinations
of crude oils can form nearly impervious residues and some crude oils with
special properties, such as nil sulphur, can be contaminated by other crude oil
residues.
In every case where a tanker is instructed to load a cargo different from the
previous cargo, cleaning instructions must be provided with the orders. The
instructions may be a simple as 'charterer's minimum cleaning requirements to
be completed', thereby referring the master to the charterer's printed
instructions and a tank cleaning matrix for tank preparation. Alternatively, the
preparation may be a page of detailed steps. If the master or chief officer has
any question about the necessary tank preparation, then the owners must be
consulted for clarification. Example tank preparation matrices are included in
this section. It is important that the master and chief officer follow the
procedures required by the owner/charterer for tank cleaning. If a special
circumstance arises which is not covered by the instructions, or which requires
special measures, then the situation must be communicated with
owners/charterers and the tank(s) cleaned according to their reply.
Tank inspections at the loading port may be performed by independent
inspectors (representing the charterer or cargo owner), or by terminal
inspectors. Masters should always give serious consideration to the advice of
these inspectors and should develop a habit of consulting with them. If a
disagreement develops regarding suitability of tanks for loading, then it must be
referred to the cargo owner and owner/charterer for resolution. The master may
wish to request a surveyor to examine the tanks on the vessel's behalf to
determine tank suitability. On more than one occasion, ship's tanks have been
rejected by loading terminal representatives because the cargo was not
available for loading, or the cargo was so marginally on-specification in the
shore tanks that it could not be loaded into any vessel without being put off
specification.
Part of the function of the tank cleaning matrix is to ensure that excessive or
unnecessary tank washing is not employed. Excessive cleaning wastes time,
energy and accelerates tank structure or coating deterioration. In the final
decision of the level of cleaning to employ, the chief officer and master must
take into account the condition of the ship's tanks and any special considerations
relating to the cargo which they are made aware of.
For crude oils, the following guidance is provided:
General crude oil trading
Normally, cleaning is not necessary between different types of crude oils, or
between successive voyages. All tanks should be re-stripped to the slop tank
after the vessel has departed and reached warmer waters. This step alone will
recover most of the residual cargo in the tanks. Crude oil residues may be the
most difficult to wash from the cargo tanks. They combine the high hydrocarbon
vapour characteristics of gasoline cargoes with a potential for leaving sediment
and wax. Sediment must not be allowed to accumulate in the tanks. If heavy
sediment was noted on the previous discharge report, the tanks should be
bottom washed and checked for proper drainage. On trades involving crudes
with heavy sediment, frequent washing of all cargo tanks will be necessary to
control the accumulation in tank bottoms. Alternatively, lighter crudes without
sediment will require little or no tank washing between cargoes. Tanks which
have been crude oil washed require little water washing to prepare them for
clean ballast and limited ventilation before entry. When it is important to
minimise washing water volumes (ie. when slop disposal ashore is required),
then all tanks scheduled for water washing should be crude oil washed at the
discharge port.
Salt water contamination of crude oils
Salt is a contaminate of crude oils. It is important to have crude tanks as dry as
possible before loading. This is particularly true if the specific gravity of the oil is
high, ie. near to that of water. Salt water is difficult to separate from heavy
crude oils and it can cause significant problems in the refinery. Some crude oils
requiring particular care in this respect are:
Boscan
Tia Juana
Bachaquero virgin gas oil
Preparation of tanks for these and similar crude oils should be conducted as
follows:
a Hot water wash tanks to remove all loose scale, sludge and sediment.
b Flush the entire cargo system with fresh water.
c Strip tanks dry prior to loading and drain all lines and pumps.
d Blow lines with air or inert gas.
e Give all tanks a fresh water wash.
f Drain and blow down lines a second time.
If shore lines are to be displaced to the ship, they should all be received into a
single tank. Any slops from the previous voyage should be segregated.
After loading, check each tank for water and record the results. If excessive
water is found, give a letter of protest to the loading terminal.
Crude oils with API's near to that of water (API = 10.0)
a Drain all tanks as thoroughly as possible to remove the remains of the
previous cargo. A bottom flush or bottom wash is also recommended. Tanks
containing heavy deposits of sediment and scale should be gun-cleaned with
water.
b Remove all scale /sediment. If tank entry is involved, tanks must be gas freed
and rendered 'safe for men and fire'. (See section 2.15 for tank entry
procedures.)
c After discharge of ballast at the loading port, and the thorough stripping of
tanks and cargo lines, drain all cargo pumps and pipeline systems.
d Purge pumps and lines with compressed air or inert gas, giving due
consideration to the relevant safety regulations in force.
e Test all heating coils to make sure they are in good operational condition.
Cutback asphalt
a Since water is a critical contaminant of this cargo, it is essential that no water
remains in the cargo system. The entire cargo system to be used for asphalt
should be given a line and tank flush with fuel oil prior to loading. If detailed
charterer's instructions are not provided, then proceed as follows:
b Arrive with tanks free of residues and gas free. Strip the tanks, lines and
pumps as dry as possible. Cargo systems (lines, pumps, and strainers), must be
drained, then blown dry. All cargo valves must be opened and drained to the
cargo tanks. The tanks must be free of pumpable water.
c At the loading terminal, set the lines for loading and load 200 to 400 barrels of
flushing oil into each cargo tank. Then transfer the oil from tank to tank , using
the ship's cargo pumps, until all tanks have been flushed. Dispose of oil (ashore
or co-mingle with other fuel oil), according to charterer's or owner's instructions.
Crude condensate
Ras Tanura loadings - special problems
Some crude oil condensate which has a Naphtha base can form chemical
compositions when loaded into cargo tanks that previously contained crude oil.
This occasionally results in the presence of large quantities of un-pumpable
asphalt residues at the discharge port. These residues are derived from the
interaction of the condensate with the ROB from the previous crude cargo.
Asphalt cannot be removed by ordinary cleaning methods, so the cleaning is
very expensive. Therefore, naphtha base condensate should never be shipped in
unclean tanks containing crude oil ROB.
When condensate is loaded on top of crude oil, or if being topped up with crude
oil, the concentration of the lighter component should not exceed 10% by
volume of the total crude/condensate mixture. This arrangement must be
agreed between owners/shippers/ charterers prior to loading, because:
a A higher concentration may cause a significant fallout of heavy, high boiling
hydrocarbons, making it impossible to drain the tanks at the cargo port.
b If a richer mixture is shipped, the high vapour pressure of the cargo may
prevent the use of crude oil washing in the discharge port, as the P/V valves will
lift. Higher tank pressures will prevent IGS from properly flowing to the tank.
Such cargoes should only be carried in SBT vessels.
Crude oils to be used in the manufacture of lube oils or asphalt
a Gun clean all tanks with hot water - one full cycle.
b Thoroughly flush all pumps and pipelines with water and pump as dry as
possible.
c Remove all sediment, loose scale and sludge from tank bottoms. If tank entry
is required, tank atmosphere requirements for 'safe for men; safe for hot work'
must be met.
d Rinse the entire cargo system with fresh water. If time allows, give all tanks a
fresh water rinse.
e Strip all tanks as dry as possible. Drain all water from pumps and pipelines
prior to loading. Remove cargo piping drain plugs and pump drain plugs during
pre-loading inspection at the loading berth.
Fuel oil/'black oil' cargoes
Thorough draining is required when changing from crude oil to fuel oil, or from a
fuel oil with a higher number to one of a lower number, such as from No.6 oil to
No.4 oil.
Draining is not required when changing from a fuel oil with a lower number to
one with an equal or higher number.
Accumulation of sediment noted on a discharge report is an indication of the
need for bottom washing of black oil cargo tanks.
Absence of cargo preparation orders
If cargo loading orders have not been received at the time the ballast voyage
begins, the ship should perform only the minimum necessary preparations,
including:
� Flush tank bottoms with water and strip flushings to the slop tank.
� Wash pumps and pipelines to the slop tank.
� Wash necessary tanks for clean ballast (if required).
� Load clean ballast (if required).
� Decant dirty ballast, stripping residues to slop tank in accordance with
MARPOL requirements.
� Flush pumps and pipelines to the sea.
2.9.2 The pumpman and deck crew
The tank washing operation requires the closest cooperation between the chief
officer, pumpman, and the deck crew to operate efficiently and obtain the
required result. The best results will be obtained if the chief officer prepares a
preliminary plan and discusses the plan with the pumpman and boatswain. The
plan should be detailed enough to indicate the times of starting and finishing the
washing operation in each tank and the sequence of tanks to be washed.
It is not unusual for the pumpman to have completed more tank washing
operations on the vessel in question than the chief officer. In that case, his
assistance is invaluable with respect to knowing how well the stripping pumps or
eductors work, how well the tanks will drain and which tank washing machines
may present problems. Problem tanks should be scheduled for daylight hours;
easy ones can be done at night. The deck crew may be able to offer suggestions
on handling of the portable tank washing machines, such as where they have
been known to become entangled in tank structure when the ship is rolling.
Including the crew in the planning of the job makes them more interested in
seeing it done well. With proper planning and scheduling, an experienced crew is
capable of conducting all of the mechanical aspects of the tank washing
operation with minimal, general oversight by the chief officer.
When the chief officer has reviewed his plan with the pumpman and crew, he
adds the final details, then discusses it with the master. The final plan should
include both a diagram of the program and a detailed schedule. On the diagram,
mark the time each tank will start, the times of program changes, or portable
machine 'drops' and the time it will finish. Allow sufficient time between tanks
for stripping. Indicate the time when tanks may be sounded to measure residues
(not less than 30 minutes after finish washing and only with a grounded probe).
When the master has approved the plan, copies are distributed to the watch
officers, chief engineer, engine control room, pumpman, boatswain and one copy
is posted on the crew's (company), bulletin board.
With the program set out in advance, the chief officer is free to concentrate on
verifying the safe conduct of the operation, checking the operation of fixed or
portable machines and ensuring that the next tank is set up for washing before
the previous tank is finished. His primary objective is the safety of the crew.
This is particularly important when washing with portable machines. The
portable machines are heavy, and there are many opportunities for the crew to
create hazardous static electricity conditions if their actions are not properly
monitored and correct procedures followed. When washing with portable
machines, the crew is exposed to the dangers of broken feet and hands, hot
water burns and tank explosions. The crew must be carefully instructed in safe
work practices and provided with the necessary protective equipment of prevent
injury. All personnel on board should be notified that tank washing operations
are to commence and that all safety precautions as when loading must be
observed.
A basic tank diagram chalkboard should be set up on the main deck (one may
be conveniently painted on the side of the superstructure near the pumproom).
The tank washing plan is marked on the chalkboard. The deck watch marks the
chalk board to reflect the current progress of the tank washing.
If the tank washing program is extensive, or the ballast voyage short, the tank
washing operation should be started immediately after dropping the outbound
pilot and continue nonstop until it is completed. Three or four men are required
in each hose handling operation, so the watch and crew rotation will need some
careful consideration. Handling the heavy machines and hoses repeatedly for
eight to twelve hours at a time is demanding work.
2.9.3 Tank washing machines
Portable machines
When tankers were smaller and crews were larger, all tankers were cleaned with
portable tank washing machines. Portable machines are connected to the end of
a special tank washing hose. The machines have a bronze body and the hose
couplings are bronze. The hoses are marked at intervals of five feet or two
meters. A natural fibre line must be attached to the machine for support and
ease of handling, even though the hose is fully capable of supporting the
machine unaided. The other end of the hose is connected to a hydrant on the
deck tank washing line or fire line. The water should be started and the hose
flushed through before the machine is placed in the tank. The machine is then
lowered into the tank through a tank washing opening and supported by a
'saddle' placed over the opening. The hose is clamped into the saddle and the
machine tether line is made up on the saddle clamp to support the machine.
Tank washing openings are strategically placed in the main deck to permit good
coverage of the tank's inner surface without permitting the machines to become
entangled in the tank's internal structure. The tank cleaning openings are
normally covered by bolted circular covers with gaskets. The bolts are removed
from all the plates to be used, but the plates should be kept in place until a
machine is ready to be inserted into the opening and the plate replaced
promptly after the machine is removed. The distance the machine is lowered
into the tank depends on the size of the tank and the amount of washing
required. For heavy cleaning, the machine may be placed at three or four
successive levels ('drops'), depending on the complexity of the tank structure.
Each drop should be just above one of the main structural members, so that the
upper surface of these side longitudinals or transverse members are thoroughly
cleaned. If the cargo tank is known to have a heavy accumulation of sediment,
the machines should be lowered to the bottom first and washed for ten minutes
to clear the limber holes of sediment, then raised to begin the normal wash.
At each level, the machines are operated through a full washing cycle. The cycle
time is determined by the washing pressure. When all machines are ready, the
engine room is asked to start up the tank washing pump and if necessary the
tank washing heater. Sea water is pumped at high pressure from the engine
room, through the heater (if required), into the deck washing or fire line and
into the tank washing hoses. The force of the water passing through an impeller
in the machine causes the offset nozzles to rotate in a vertical plane and the
whole machine to rotate in a horizontal plane. The jets of water from the nozzles
trace a pattern on the inside of the tank which provides effective coverage of the
entire surface within range of the jets. The maximum range of the jets is
normally nine to ten meters. The washing pattern described by the dual nozzle
rotation resembles a ball of twine.
Cycle times for the washing machines are a function of nozzle size and washing
water pressure at the machine. The pressure at the machine will be lower than
the pressure at the pumproom or in the engine room. The only way to
accurately measure the pressure is to have a portable gauge fitted to the wash
water supply line on a spare tank washing outlet near the machine hose
connections. A typical product carrier tank washing machine with 12 mm nozzles
will have a cycle time of 38 minutes at 5 kg/cm sq. (75 psig) and a cycle time of
28 minutes at 12 kg/cm sq. (175 psig).
Higher pressures will produce higher flow rates. The same product carrier
machine will use 20 tons of water per hour at 5 kg/cm sq. and 30 tons per hour
at 12 kg/cm sq.

Example performance curves of a portable tank washing machine.

For effective tank washing the number of machines used at one time must not
put more water into the tanks than the stripping pump is capable of removing.
By referring to the discharge rate curves for the machines on his ship, the chief
officer can determine the maximum number of machines his stripping pumps
can keep up with.
Complete coverage of the tank surface may not be possible with machines
lowered through the dedicated tank washing openings. It may be necessary to
lower a machine through the tank hatch, or to actually enter the tank and tie off
a machine in a corner of the tank to remove accumulations in hidden corners.
Confined space entry procedures must be used!
It is a good idea to leave the main cargo suction/fill valve open while the tank is
being washed, to drain any residual cargo from the branch line into the tank. If
clean ballast is to be loaded, each tank should receive a short flush from the sea
immediately before or when starting the washing operation.
Fixed machines
Tank ships larger than 60,000 tonnes are difficult to wash effectively with
portable machines. The number of deck openings required to provide adequate
coverage and the depth of the tanks would require a long and strenuous effort
which today's smaller crews are not capable of supporting. Tank washing
capability for these larger tankers is provided by fixed tank washing machines,
sometimes referred to as 'guns'. Fixed tank washing machines are mounted on
the deck of the ship with control machinery outside the cargo tank and the
rotating parts and spray nozzle inside the tank. Fixed washing machines are
capable of higher washing pressures and longer effective reach than the
portable machines. On crude carriers, they are carefully placed to provide a
washing pattern which covers the maximum amount of the tank surface by
direct impingement of the washing stream. In accordance with IMO COW system
requirements (section 4.2.8), the shadow areas of the tanks shielded from direct
impingement cannot exceed 10% of the tanks horizontal surfaces and 15% of
vertical surfaces. The washing sequence of the cargo tank is programmed into
each machine, depending of its location in the tank. A tank cleaning operation
with fixed machines requires only that the machines be set to the correct
starting position and operated in the correct order, to provide a complete
cleaning of the tank. The fixed machines can be used to crude oil wash (COW),
or to water wash the cargo tanks, according to the purpose of the washing.
Because of the static electricity hazards of high-capacity tank washing machines,
they must only be operated in properly inerted tanks (see section 2.10.3).
2.9.4 Washing pressures, temperatures and times
The tank washing operation consumes energy and time and erodes the tank
coating or tank structure. It is important that the washing be thorough enough
to properly prepare the tank(s) for the next cargo, but not excessive. Washing
tanks with too high pressure or temperature, or for excessive time will not
improve the result and may cause coating or steel deterioration which, if
repeated often enough, eventually becomes significant damage.
Maximum tank washing pressures are often dictated by the capacity of the tank
washing pump. Higher pressures will reduce machine cycle times and the overall
tank washing time. High pressures will produce a more thorough cleaning.
Washing pressure of 12.6 kg/cm sq (180 psi), is most desirable for washing
crude or fuel oils from un-coated tanks. For washing clean product tanks,
pressures of 9 to 10 kg/cm sq (130 -140 psig) are suitable. Washing pressure
must be maintained below the maximum allowed for the tank coating material in
coated tanks. To properly measure the tank washing pressure, a gauge must be
fitted in the tank washing line near to the machine connection. Chief officers
should refer to the owner's operating instructions to determine maximum
washing pressures. If no guidance is provided, it should be requested from the
owners.
Unless there is a special requirement, tanks should be washed with cold
(ambient) sea water. Cold water washing will normally leave behind only a waxy
skin, which provides a protective film for the steel. Tepid water (between 30 and
65 �C), is of no practical benefit since it has the disadvantages of both hot and
cold water without providing the benefits of either.
Maximum tank washing temperatures are often dictated by the capacity of the
tank washing heater and the number of machines in use. Higher temperatures
will increase the effectiveness of difficult washing situations. Washing
temperature must be maintained below the maximum allowed for the tank
coating material in coated tanks. Modern coatings which have been correctly
applied to properly prepared surfaces should have no washing water
temperature limitation and some charterers will not accept any. If maximum
permitted temperature information is not available for a ship with coated tanks,
then use an upper limit of 120 �F (49 �C). Special caution is required if a coated
tank to be washed has carried a product (such as benzene or toluene), which
can soften the coating. Such tanks should not be cleaned until the coating has
'cured' after the discharge of the cargo. To properly measure the tank washing
temperature, a thermometer may be fitted in the tank washing line near to the
machine connection, or a bucket filled from the washing line and the
temperature measured by dip thermometer. Chief officers should refer to the
owner's operating instructions to determine maximum washing temperatures. If
no guidance is provided, it should be requested from the owners.
Tank washing times must be calculated based on the washing pressure at each
machine. For portable machines, the tank should be washed until the machine
with the lowest pressure has been able to complete the full cycle. The portable
machines may then be lowered to the next 'drop' level. Only by permitting the
machines to complete their full cycle is complete washing ensured. Portable
machines are usually left at each drop for a complete cycle, but may be
operated at the lowest drop for two cycles to remove heavy residue or scale
accumulation from the tank bottom.
It is important to check the position indicators on fixed machines to ensure that
they have completed their cycle before stopping the flow and starting the next
machine.
2.9.5 Handling portable tank washing machines and hoses
Portable tank washing machines and hoses are rugged, precision equipment,
which require proper care and handling to provide safe and effective
performance. Machines should never be dragged along the decks; the best way
to move them from storage to the tank washing area is by use of a hand truck.
They should not be used in tanks with complex structure while the ship is
rolling. The rolling may cause the machines to strike tank framing; this could
damage the machine, damage tank coating and cause dangerous sparks. The
portable machine should be fitted with a natural fibre line of up to 16 mm
diameter. This line is used to lower and retrieve the machine from the tank,
instead of lowering and pulling it out by the hose. Machines should be flushed
with fresh water after use and dried or given a coating of oil according to the
manufacturers instructions. The pumpman should be given training to properly
maintain the machines and an adequate supply of spare parts to do so.
Tank washing hoses should be drained and stored in a protected area between
washing operations. Tank washing hoses couplings should be tightened and
disconnected from the washing main using wrenches only, (not hammered on).
Regular replacement of the washers will prevent leaking. To prevent static
electricity hazards, the hose bonding wire continuity must be verified before
each use and the hoses must remain connected to the washing main at all times
while the washing machine is in the tank.
2.9.6 Tank coating protection
Modern epoxy tank coatings are tough and resistant to all of the cargoes and
tank washing procedures to which they would normally be exposed. However,
there are limitations associated with each coating and it is important that these
limitations be readily available to the chief officer and that he ask for
clarification of any questionable circumstances. For example, certain types of
coatings are not approved for carriage of some jet fuels. Both the coating and
the cargo will be damaged by loading such fuels into the coated tanks. Coatings
are also subject to damage by washing with too high temperature and/or too
high pressure water. To prevent such damage, the pressure and temperature
limits should be readily available to the chief officer and posted at the tank
washing heater/pump in the engine room. The chief officer must remember that