New Railcar Loading Rack Doubles Asphalt Volume

Ed Sullivan explains the 1998 CITGO construction of a new rail loading facility, which entailed two phases: the construction of a six-car loading rack and supply system, and the later installation of an additional six-car loading rack extension after the old rail loading rack was demolished. The new rack is the focal point of the distribution system, with tracks located 30 feet apart on either side of the facility.

				Central walkway of new bulk loading system. CITGO Asphalt refinery, Savannah, GA.

When CITGO Asphalt purchased a 70-year-old refinery in Savannah, GA in 1993, the company acquired some seriously outdated and non-compliant facilities that presented major operational problems. The plant’s 18-spot railcar loading station was unsafe, inefficient and in need of continuous repair. Also, its railcar-loading and truck-loading operations competed with each other.

Weighing the options
“When we bought the refinery in 1993, we identified a number of non-compliant conditions and inefficiencies with the older bulk loading system,” says Mike Fajen, General Manager of the CITGO Asphalt refinery. It was obvious to CITGO that the system had to be either completely rebuilt or replaced. A decision between these two options was based on their relative direct costs and long-term operating and loading efficiencies. According to Fajen, the system problems had already cost the refinery thousands of dollars in maintenance and repairs.

In 1993, the refinery’s bulk loading station was similar to a top-to-bottom loading system used in lubricant distribution. Its wooden components were rotting, its steel work was severely rusted and it presented problems of compliance with Department of Transportation (DOT) and the Occupational Safety and Health Administration (OSHA) regulations.

Operators were cautioned when spotting railcars (moving them to loading positions) because of the limited room between the side of the tank car and the edge of the rack. DOT regulations require at least a nine-foot clearance between structures, so a sign on the rack clearly warned “No Room for Man on Side of Car,” pointing out the occupational hazards.

Another problem with the loading station was the access walkway that was designed to suspend between the loading rack and the top of the railcar. Originally designed for the old-style cars that were not as tall as the new tank cars, the walkway was dangerously sloped when used with the newer cars and did not comply with OSHA requirements.

In addition to structural problems, the railcar loading rack limited the volume that could be loaded on tank cars to an average of 300 to 600 cars per year, and was in a location where it competed with the truck loading station for product access.

It was obvious to CITGO’s planning group that the tank car loading system presented too many regulatory violations and safety hazards to be viable. There were three options to consider: (1) pull out of the rail mode of transportation completely, (2) rebuild the old system to meet current DOT and OSHA safety requirements or (3) construct a new and more efficient system.

			New bulk loading system with inclement weather canopy. CITGO Asphalt refinery, Savannah, GA.

The decision
“The company decided to make a commitment to remain in the railroad shipping business,” recalls Fajen. “Then we had to address the alternatives of reconstructing or replacing the system.” Considering its inefficient design and location, the group agreed to build a new railcar loading facility 300 feet in front of the old rack and 750 feet from the Savannah River. “This location was better because it was closer to the pumps and tanks, and was physically separated from the truck loading docks,” Fajen says. “Also, the location of the new rail loading facility would allow us to continue limited operation from the old rail rack during the slower winter season while the new rack was being built.

Two different approaches to building a new loading rack were considered by CITGO’s planning group. At one point, they considered placing the engineering and construction of the rack up for “turnkey” bids. In the end, the group decided to purchase a rack already designed and manufactured by Carbis Incorporated of Florence, SC. Carbis manufactures customized bulk loading/safe access equipment and structural steel components.

Two-phase project
In 1998, CITGO began construction of the new rail loading facility, which entailed two phases: the construction of a six-car loading rack and supply system, and the later installation of an additional six-car loading rack extension after the old rail loading rack was demolished. The new rack was to be the focal point of the distribution system, with tracks located 30 feet apart on either side of the facility. According to Fajen, the new loading facility spans the length of six rail cars, so that loading spots on each side are on 56-foot centers. So instead of the former 18-car design, the 12-car design allows for six cars on either side of the rack. In addition, the height of the drop-down walkway was raised and can be adjusted to various railcar heights. A canopy was added to protect workers from inclement weather.

The first phase of the new loading rack became operable on May 1, 1998, after which CITGO was ready for a complete tear-down of its old rail loading rack. The second phase was started after demolition and was completed early in 1999 just as the peak asphalt season began. Total project cost was $1.3 million.

“We recognized initially that the new rack would cost the same or perhaps even less than a major modification or rebuild of the existing rack, and would avoid some of the logistical problems of trying to repair an existing facility,” says Fajen. “Other key factors were relocation of the rack and constructing it in two phases. The new location and a completely new modular design made construction easier and allowed the use of the old rack until the new rack was operable. That made a big difference. Constructing it in two phases allowed us to maintain loading all through the project. The new location was also convenient to major supply lines for loading. However, if we had simply rebuilt the old rack, we would still have to put up with the problems of competing with the truck loading system and other inefficiencies.”

Railcar perspective of improved car to facility spacing and fold away access ramp and swing arm. CITGO Asphalt refinery, Savannah, GA.

Team approach
Refinery operators and maintenance personnel at the CITGO plant collaborated with the Carbis engineers on the design of the new loading rack. This team approach proved very successful. Several modifications to internal features of the rack, including a lock-down device for the loading arms and an emergency shutdown and loading control system, improved the safety and operability of the rack. The new rack has presented some minor mechanical or design challenges. Fajen says valve operators have had occasional loading arm shutoff valve failures. However, he explains that these “glitches” are relatively minor and, in fact, may have been related to product viscosity.

Twice the volume
Since the new loading system has been in operation, the benefit that’s been easiest to track is the change in shipping volume, which has already doubled and is expected to increase even more this year. Fajen estimates the returns on the volumes shipped have already paid for the new system. “We believe the cost for the new rack was paid for in the first year of its operation,” he says.

More importantly, CITGO Asphalt refinery’s two rail suppliers, Norfolk Southern and CSX, recognized the refinery for outstanding safety in rail car shipping in 1999. The railcar loading system has operated without a single incident since the new Carbis rack was installed—a credit to the design and the operation of the rack.

Overall, Fajen says the new loading rack has provided a much more efficient and safe process for his refinery’s distribution system. He says this top-loading fill system should work well in rail shipping of virtually any non-flammable products.,

“The design may not work for flammable products, but for top-loading of such products as asphalt and lubricants, the system can be transferred to any other distribution center with ease,” says Fajen.

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