Classifying and Loading of Crude Oil into Rail Tank Cars ANSI/API RECOMMENDED PRACTICE 3000 FIRST EDITION, SEPTEMBER 2014 Special Notes API publications necessarily address problems of a general natur[.]
General
In this document, the term "offeror" is defined specifically, although it is commonly used interchangeably with terms like "shipper" and "consignor."
“one who offers” Users of this document should be aware of and comply with all regulatory requirements when offering crude oil for shipment by rail.
Offeror
Individuals involved in the transportation of hazardous materials by rail are defined as those who either perform or oversee any pre-transportation functions necessary for such transport, or who offer the hazardous materials to a carrier for commercial rail transportation.
A carrier does not qualify as an offeror when it engages in pre-transportation activities necessary for accepting hazardous materials for commercial transport, such as reviewing shipping documents, inspecting packages for compliance with Hazardous Materials Regulations (HMR), or preparing shipping documentation for its own purposes Additionally, the carrier is not considered an offeror when it transfers hazardous materials to another carrier for ongoing transportation without conducting any pre-transportation functions.
Consignor
In Canada, a consignor is identified as the individual listed in a shipping document, someone who imports or plans to import dangerous goods into the country, or, if neither of these conditions applies, the person who possesses dangerous goods right before they are transported.
NOTE A person may be both a consignor and a carrier of the same consignment, for example, a manufacturer who also transports the dangerous goods he or she produces.
Pre-transportation Functions
Offerors perform pre-transportation functions Pre-transportation functions assure the safe transportation of a hazardous material in commerce These include, but are not limited to:
1) determining the hazard class (3.11) of a hazardous material (3.12);
3) filling a hazardous materials packaging, including a bulk packaging;
4) securing a closure on a filled or partially filled hazardous materials package or container or on a package or container containing a residue of a hazardous material;
5) marking a package to indicate that it contains a hazardous material;
6) labeling a package to indicate that it contains a hazardous material;
8) providing and maintaining emergency response information;
9) reviewing a shipping paper to verify compliance with the HMR or international equivalents;
Importers of hazardous materials into the United States must ensure that shippers receive timely and comprehensive information regarding the applicable Hazardous Materials Regulations (HMR) for the transportation of these materials within the country.
11) certifying that a hazardous material is in proper condition for transportation in conformance with the requirements of the HMR;
12) loading, blocking, and bracing a hazardous materials package in a freight container or transport vehicle;
13) segregating a hazardous materials package in a freight container or transport vehicle from incompatible cargo;
14) selecting, providing, or affixing placards for a freight container or transport vehicle to indicate that it contains a hazardous material.
Function-specific Responsibilities
Employees performing activities utilizing transport classifications and proper shipping descriptions shall be trained commensurate to their job responsibilities The following functions require use of classification information:
1) Identification of transport hazard classes (1-9) per applicable regulatory code This can include hazardous waste (40 CFR) and noting differences in other regulatory agencies such as Transport Canada.
2) Determining primary hazard class (3.11), subsidiary hazards (3.27) (or risks), and the assignment of Packing Group (3.21)
3) Selection of proper shipping name, UN (or NA- North American) number, hazard class (category of risk), subsidiary risks, Packing Group (degree of risk).
4) Creating proper shipping description (PSD) options in EDI (information technology) systems per carrier specifications.
5) Determination of packaging instructions and packaging selection.
6) Preparing and packaging small quantities of hazardous materials, i.e samples for transport to laboratories.
7) Inspection and placement of marks/labels/placards when offering for transport.
8) Supervision of [rail] tank cars at load, unload, and storage incidental to transport.
9) Securement and proper closure procedures of [rail] tank cars.
10) Transmitting EDI information to carriers (e.g for waybills, shipping papers, bills of lading [BOLs]).
11) Providing and coordination of emergency response.
12) Certifying shipping papers (via EDI electronic signature).
14) Development of training programs for the above regulated activities.
15) Enforcing, surveying, or inspecting for compliance with applicable regulations.
16) Supervision of new employees performing any of the above activities.
See Annex C for a summary of roles, responsibilities and training requirements of hazmat employees (3.14).
5 Classifying Crude Oil for Transportation by Rail
Identification of the Physical and Chemical Properties of Crude Oil
The physical and chemical characteristics of crude oil are identified to determine its hazardous material classification and assign the appropriate Packing Group, which is essential for selecting the suitable packaging Refer to Table 1 for details.
Government regulations mandate the identification of the physical and chemical properties of crude oil transported by rail Each package for hazardous materials must be designed, constructed, maintained, and filled to prevent any identifiable release of hazardous materials into the environment during normal transportation conditions, ensuring the package's effectiveness is not significantly compromised.
Classification of a hazardous material (3.12) is the first step in preparing a consignment for transport Classification is the determination of basic shipping information Basic information includes:
— proper shipping name (technical chemical name);
Misclassifying hazardous materials can result in the use of unauthorized rail tank cars that may not have essential safety features for transporting crude oil This misclassification can also lead to inadequate safety and security plans, as well as the dissemination of incorrect information to emergency responders.
The seller of crude oil must verify that the oil has been tested and classified according to government regulations before it is transported by rail.
To classify crude oil as a Class 3 flammable liquid, it is essential to first confirm that it does not qualify as a flammable gas Additionally, certain types of crude oil may not be categorized as hazardous materials.
In the USA, flammable gas is classified under 49 CFR 173.115 as any substance that exists as a gas at a temperature of 20 °C (68 °F) or lower and at a pressure of 101.3 kPa (14.7 psia) This includes materials with a boiling point of 20 °C (68 °F) or less at the same pressure.
1) Is ignitable at 101.3 kPa (14.7 psia) when in a mixture of 13 % or less by volume with air; or
At a pressure of 101.3 kPa (14.7 psia) and a temperature of 20 °C (68 °F), substances have a flammable range with air containing at least 12%, as specified by ASTM E681-85 This standard test method determines the flammability limits, excluding aerosols, which must adhere to these specified conditions.
Limits of Flammability of Chemicals, or other equivalent method approved by the [PHMSA] Associate
In Canada, a flammable gas is classified under TDGR section 2.13 as a substance with a vapor pressure exceeding 300 kPa at 50 °C or one that is entirely gaseous at 20 °C and an absolute pressure of 101.3 kPa This includes gases that are compressed to remain fully gaseous at 20 °C when packaged, liquefied to be partially liquid at 20 °C during transport, refrigerated to achieve partial liquid state due to low temperatures, or dissolved in a solvent for transport.
5.1.4 Assignment of Packing Group (PG)
Crude oil is categorized as a flammable liquid (Class 3), and before it can be transported by rail in tank cars, it is essential to determine its flash point and initial boiling point to establish the proper Packing Group (PG) For details on sampling and testing frequency, refer to section 5.6, and consult Table 1 for the criteria used to assign PG for Class 3 flammable liquids.
5.1.5 Crude Oil Classified as Non-Hazardous
If a material is classified as non-hazardous according to government regulations, such as specific Californian crude oils that do not fall under hazard classes 1-9, it is essential to conduct periodic sampling and testing to confirm that this non-hazardous status is maintained.
Table 1―Criteria for Assignment of PG for a Class 3 Flammable Liquid 1 Packing Group Flash point (closed-cup) Initial boiling point (IBP)
1) This table is for informational purposes only and does not provide legal advice on compliance with regulations.
5.1.6 Potential Effect of Heel on Assignment of Packing Group
In rail tank cars, the Product Group (PG) of the heel must match the PG of the last contained product, unless the heel is sampled, tested, and determined to have a different PG.
The heel can influence the assignment of Packing Groups (PG) for crude oils When mixing crude oils with varying packing groups, the PG assigned should either reflect the highest potential danger as outlined in Table 1 or involve a sampling and testing program, as detailed in Annex A, to assess the heel's impact on PG assignment before transporting the crude oil by rail.
5.1.7 Mixing Crude Oils of Differing Packing Groups
When loading a rail tank car with crude oil from various sources, the product must be classified according to the highest potential danger level, as indicated in Table 1, unless testing provides different guidance.
Hydrogen Sulfide (H2S) Risk and Additional Marking Requirements
Certain crude oils may contain sulfur compounds that can release hydrogen sulfide (H₂S), a toxic gas, due to factors like temperature changes and agitation This gas can accumulate in the vapor space of rail tank cars, posing an inhalation risk to handlers and potentially endangering emergency responders in specific situations.
Bulk transported petroleum crude oils that can release dangerous levels of H₂S in headspace vapors must be clearly marked with a label, tag, or sign to indicate the toxic inhalation hazard associated with rail tank cars.
Corrosivity Risk
Petroleum crude oil is not classified as a Class 8 (Corrosive) material; however, certain components, such as hydrogen sulfide (H₂S), can react with water to create acids that may cause corrosive damage in rail tank cars Ongoing qualification of rail tank cars is required by government regulations.
Selection of Proper Shipping Name (PSN) and Associated UN ID Number
The PSN shall be selected using the following hierarchy:
2) generic use name, e.g gasoline, resin solution, petroleum crude oil;
3) generic chemical family name, e.g alcohols not otherwise specified (n.o.s.) or petroleum distillates n.o.s., petroleum products;
4) general hazard class name, e.g flammable liquid n.o.s., flammable liquid toxic n.o.s.
Following the above PSN hierarchy, petroleum crude oil offered for rail transportation should be given the proper shipping name, Petroleum Crude Oil, with the associated UN ID Number 1267
If bitumen is blended or processed with a diluent and is to be used as a refinery feedstock, the UN ID Number can be
1993, otherwise it can be assigned UN ID Number 1267.
Documentation of Transportation Requirements
5.5.1 General Information on Shipping Paper/Document
Shipping paper refers to documents such as shipping orders, bills of lading, and manifests that are prepared in compliance with government regulations In the case of rail transport, shipping paper information can be transmitted electronically between the offeror and the rail carrier Additionally, these documents must include a certification signature from the offeror, which can also be provided electronically.
The in-bound waybill must be examined to identify the Packing Group of the last known product If the new product is less hazardous, indicated by a higher Packing Group or being non-hazardous, an assessment should be conducted regarding its effect on the Packing Group of the material being loaded For further details, refer to section 5.1.6.
Further information on the shipping paper can be found in Annex D.
Users should consult the regulations in their applicable jurisdiction regarding additional information that may be required on the shipping paper.
5.5.2 EDI (Electronic Data Interchange): Shipping Paper and Waybill Information
Individuals transporting hazardous materials in rail tank cars must adhere to the descriptions outlined by the Hazardous Materials Regulations (HMR) Each rail carrier may implement specific procedures for the acceptance and transport of these materials The Electronic Data Interchange (EDI) supplies all necessary information for creating shipping papers, bills of lading (BOL), and waybills for carriers and emergency responders Shipping papers are regulated documents and must be provided in printed format upon request by the offeror/consignor or carrier.
NOTE The rail carrier maintains a printed copy of the shipping paper until the delivery of the crude oil is complete
Shipping papers must be clear and legible, free from unauthorized codes or abbreviations, and should accurately reflect the description of the hazardous material Any additional information should follow the basic shipping description.
Sampling and Testing
Before transporting petroleum crude oils by rail, it is essential to analyze their physical and chemical characteristics to understand their specific composition This evaluation, which focuses on identifying hazardous constituents, is crucial for accurate classification Once the classification is established, the suitable packaging for loading and transportation can be determined.
Additional or more frequent testing may be required to obtain representative results that accurately determine the physical and chemical characteristics of crude oil, ensuring the correct assignment of its Petroleum Group (PG).
Transport information for SDS (3.24) is not mandatory and may lack adequate details to serve as the exclusive reference for determining the Packing Group.
A documented sampling and testing program shall be implemented and maintained See Annex A for an example of a sampling and testing program.
5.6.3 Initial Testing for Assignment of Packing Group
Before transporting petroleum crude oil by rail tank car, the offeror must obtain samples and conduct tests for flash point and initial boiling point in accordance with API MPMS Chapters 8.1 and 8.2 Test methods for determining flash point are listed in Table 2, while Table 3 provides methods for initial boiling point determination Guidance on test method applicability, practicality, and sample size is also included The placement of tests in the tables does not imply a preference for one method over another.
Table 2―Flash Point Test Methods for the Assignment of PG
Test Method Applicable Range 2 Result Type Units Comments
For postgraduate assignments, a pass/fail assessment using D56 is applicable at 23 °C (73 °F) for homogeneous, single-phase liquids with a viscosity of less than 5.5 cSt at 40 °C (104 °F) that do not form a film during testing This method requires a large sample size.
For postgraduate assignments, a pass/fail result at 23 °C (73 °F) is adequate for homogeneous, single-phase liquids with a viscosity of less than 5.5 cSt at 40 °C (104 °F) that do not form a film during testing This testing method enhances laboratory safety by requiring only a small sample size.
For postgraduate assignments, a pass/fail result at 23 °C (73 °F) is adequate This applies to homogeneous, single-phase liquids with a viscosity of less than 5.5 cSt at 40 °C (104 °F) that do not form a film during testing This testing method enhances laboratory safety due to the minimal sample size required.
This test method is suitable for distillate fuels, residual fuels, biodiesel, and materials that tend to form a surface film when no stirrer is employed It requires a large sample size to ensure accurate results.
(IP 170) 1 −30 °C to 75 °C Numeric °C For PG assignment purposes, pass/fail at 23 °C (73 °F) suffices A large sample size utilized in this test method.
ISO 3680 1 [28] −30 °C to 300 °C Pass/Fail °C This test method is more conducive to laboratory safety due to the small sample size.
ISO 3679 1 [27] −30 °C to 300 °C Numeric °C For PG assignment purposes, pass/fail at 23 °C (73 °F) suffices This test method is more conducive to laboratory safety due to the small sample size.
ISO 1516 1 [22] −30 °C to 110 °C Pass/Fail °C A large sample size is utilized in this test method
ISO 1523 1 [23] −30 °C to 110 °C Numeric °C For PG assignment purposes, pass/fail at 23 °C (73 °F) suffices A large sample size is utilized in this test method.
1) Test Methods listed in the HMR and the TDGR This table is for informational purposes only and does not provide legal advice on compliance with regulations
NOTE The use of alternative test methods to those listed in the HMR can be approved by U.S DOT.
2) Applicable temperature ranges are as of the date of publication of this document.
5.6.3.2 Alternate Best Practice for Determining IBP
To minimize the loss of light ends during packing group assignment, it is essential to obtain crude oil samples following the guidelines in 5.6.4.1.2 and analyze them using ASTM D7900 to determine the boiling range distribution through n-nonane The initial boiling point (IBP), defined in ASTM D7169, is the temperature at which 0.5 weight percent is eluted Additionally, vapor pressure should be measured at 100 °F with a V/L ratio of 4:1 using ASTM D6377 If the vapor pressure exceeds 82.7 kPa (12 psi), alternative methods such as GPA 2103 with weight percent conversion or modified ASTM D7900 incorporating GPA 2103 sample introduction techniques and response factors may be employed.
In either configuration of c) i or c) ii, the precision and bias statements of ASTM D7900 and GPA 2103 do not apply See Table 4 for information on ASTM D7900 and GPA 2103
Table 3―Initial Boiling Point Test Methods for the Assignment of PG
For PG assignments at 35 °C (95 °F), a pass/fail assessment using the D86 method can be utilized However, this testing method may not be the most suitable for accurately measuring the initial boiling point (IBP) of crude oil containing lighter components, such as methane and butanes.
ASTM D1078 1 [9] 30 °C to 300 °C Numeric °C Applicable for PG assignment purposes This test method is not commonly used for wide boiling material, more for narrow range chemicals.
For PG assignments at 35 °C (95 °F), the pass/fail criteria based on ISO 3405 can be utilized However, this testing method may lack accuracy when determining the initial boiling point (IBP) of crude oil containing lighter components, such as methane and butanes.
ISO 3924 1 [29] >55 °C (131 °F) Numeric °C Not applicable for IBP of less than 55 °C (131 °F).
ISO 4626 1 [30] −30 °C to 100 °C Numeric °C Applicable for PG assignment purposes This test method is not commonly used for wide boiling material, more for narrow range chemicals.
1) Test Methods listed in the HMR and the TDGR This table is for informational purposes only and does not provide legal advice on compliance with the regulations
NOTE The use of alternative test methods to those listed in the HMR can be approved by U.S DOT.
2) Applicable temperature ranges are as of the date of publication of this document.
5.6.4 Ongoing Sampling Program for Packing Group Determination
Selecting the appropriate sample source, location, and method is crucial to guarantee that the sample accurately represents the crude oil being loaded into rail tank cars, as outlined in Annex A.
For effective sampling, consult API MPMS Chapter 8.1 for static methods and Chapter 8.2 for dynamic methods It is crucial to implement procedures that prevent the introduction of different crude oil types downstream of the sampling point, as this could impact package selection Additionally, ensure that representative samples are collected as close as possible to the loading point of the rail tank car.
5.6.4.1.2 Sample Container for PG Assignment
For rail transportation of crude oil, it is essential to minimize the loss of volatile low molecular weight components by obtaining samples using the closed container method, as outlined in API MPMS Ch 8.1-2013/ASTM D4057-12 However, if the responsible party can provide evidence that a closed container is unnecessary—such as historical test data showing stable concentrations of volatile components—they may demonstrate an alternative approach for Packing Group assignment.
5.6.5 Frequency of Ongoing Sampling and Testing for Assignment of Packing Group
Samples must be collected and tested regularly to confirm that the assigned PG remains unchanged The offeror is responsible for establishing the criteria for the tests and the sampling frequency in the testing program Factors influencing the frequency of sampling and testing should be carefully considered.
— historical consistency of the physical and chemical characteristics of the petroleum crude oil to be loaded;
— stability of the petroleum crude oil to be loaded;
— single source vs multiple source(s);
— pipeline specifications changes (tariff rules and regulations);
— type of rail tank car loading facility (i.e transload);
— new crude oil production or changes in crude oil production characteristics;
— variability of truck or pipeline receipts.
Table 4―Initial Boiling Point Alternative Test Methods for the Assignment of PG
Test Method Applicable Range 1 Result Type Units Comments
ASTM D7900 Methane to n-nonane Numeric °C or °F
GPA 2103 Methane to hexane Numeric Volume % Currently GPA 2103 reports volume percent which should be converted to weight percent for IBP calculation.
1) Applicable temperature ranges are as of the date of publication of this document
NOTE The use of alternative test methods to those listed in the HMR can be approved by U.S DOT.
6 Determining the Loading Target Quantity (LTQ)
General
The loading target quantity (LTQ) is set by loading terminal personnel before the loading of rail tank cars begins This quantity is calculated through a series of methods to ensure adherence to regulatory requirements for weight and outage.
Personnel responsible for determining and implementing the LTQ must receive training in the measurement equipment, systems, and calculations necessary for assessing loaded quantities Given the variety of measurement processes and unique scenarios at each facility, it is essential to document and follow specific facility procedures.
Volumetric or Weight Loading Target Quantity (LTQ)
The total volume to be loaded into the rail tank car, based on the reference temperature specified in Table 5, must not exceed a volume that corresponds to a 1% outage (3.20) of the rail tank car's full capacity at the relevant reference temperature.
Liquids shall not completely fill a rail tank car at a temperature of 55 °C (131 °F) or above Hazardous materials may not be loaded into the dome of a rail tank car Also see 6.3.3
The maximum weight of crude oil in a rail tank car after loading must not surpass the load limit specified by the manufacturer or the railroad for the intended route This load limit can be found in the manufacturer's rail tank car capacity table, commonly referred to as a gauge table It is essential that the load limit indicated in the gauge table aligns with the load limit (LD LMT) marked on the rail tank car.
6.2.3 Determining if Volume or Weight is to be used for the LTQ
Before loading, the facility must calculate whether to use volume or weight for determining the LTQ Colder temperatures can lead to maximum allowable weight during loading, regardless of outage, while warmer temperatures may allow for maximum volume with a target minimum outage, potentially not reaching maximum allowable weight The lower quantity, which is more restrictive, will be used to establish the LTQ.
Table 5—Reference Temperature Requirement Table 1 Type of Rail Tank Car Insulation/Coating Reference Temperature
The thermal protection system features a metal jacket designed to maintain a maximum thermal conductance of 10.22 kilojoules per hour per square meter per degree Celsius (0.5 Btu per hour per square foot per degree Fahrenheit) at a temperature of 15.5 °C (60 °F).
1) This table does not provide advice on legal compliance with regulations The current regulations in the local jurisdiction of users of this document shall take precedence and be followed.
Calculating the Loading Target Quantity (LTQ)
6.3.1 Rail Tank Car Shell Capacity Table (Gauge Table)
The offering facility must obtain the applicable rail tank car capacity table for the specific rail tank car number and accurately record the shell-full capacity It is essential to use either the innage or outage capacity table correctly to determine the LTQ, as using the wrong table is a frequent source of calculation errors Additionally, the load limit and light weight are stenciled on the rail tank car's side and may also be accessible through an electronic equipment database.
6.3.2 Rail Tank Car Heel (Onboard Quantity (OBQ) Before Loading and Remaining Onboard (ROB) After Off-Loading)
Determining the heel quantity (3.14) is essential for accurately calculating the LTQ, as improper accounting for the heel can lead to miscalculations To prevent overfill conditions, it is crucial to consider the actual heel quantity and any potential uncertainties in the weight and volume safety factors when calculating the LTQ (refer to Annex B, Segment 1 example).
A heel quantity shall be determined, or a visual inspection carried out to establish that there is no measurable heel.
Open manway cover (3.19): A physical gauge (3.9) measurement should be obtained from the rail tank car reference gauge point For more information see API MPMS Ch 3.2.
Closed manway cover (3.19): One of the following options should be used to measure and record the heel quantity:
1) Rail tank car weigh scales.
For rail tank cars lacking closed or restricted gauging connections and with gauging devices positioned away from the reference gauge point, heel measurements can be obtained via the manual vent line or vent valve using a PEGD, manual gauge tape, or graduated gauge rod The facility must consider the discrepancy between the observed reference height and the reference gauge height, with the difference being regarded as the heel.
3) For rail tank cars equipped with closed or restricted gauging connections installed on the rail tank car reference gauge point, utilize a portable electronic gauging device (PEGD) (3.22)
For rail tank cars with closed or restricted gauging connections not located at the reference gauge point, a PEGD must be utilized The facility must consider the discrepancy between the observed reference height and the reference gauge height, with the difference assumed to represent the heel For instance, if the PEGD touchpoint is 1 inch below the reference gauge height, the heel will be considered a minimum of 1 inch.
6.3.2.3 Heel Density and Temperature for LTQ
When the heel exceeds 1,100 gallons or 8,000 lbs (approximately 12 inches in depth at the reference gauge point), the heel density must be factored into the calculation of LTQ If the heel is below this threshold, it can be assumed that the density remains consistent.
A measurement of 7 12 in represents a variance of less than 0.5% in the LTQ This can be determined by considering the density of the crude oil being loaded, the density of the last offload (if available), or by using a conservative estimate such as the specific gravity of water, which is 1.000.
The heel temperature of a rail tank car is generally considered to be ambient unless the heel volume surpasses 7% of the car's capacity When the heel volume is 7% or less, assuming ambient heel temperatures leads to a variance of less than 0.25% in the Liquid Transfer Quantity (LTQ) However, if the heel volume exceeds 7%, it is essential for the offering facility to use a measured temperature for accurate LTQ calculations.
In cases where state or federal regulations restrict the venting of vapors, it is essential to avoid opening the manway cover or utilizing the vent stack for measurement and sampling Instead, rail tank car weigh scales or closed sampling and gauging equipment should be employed If necessary, rail tank cars may need to be equipped with fittings for closed system gauging equipment.
Crude oils often exhibit high viscosities and significant paraffin content, leading to clingage, where oil adheres to the rail tank car's sidewalls or ends It is essential to estimate the quantity of clingage and the associated uncertainty, as these factors should be included in the weight and volume safety considerations for the LTQ calculation.
To minimize excessive residual clingage buildup, it is advisable to implement a process that addresses this issue Weigh scales inherently account for clingage, providing measurements that manual gauging methods cannot accurately capture.
The unloading facility should ensure that the rail tank car has been emptied to the maximum extent practicable.
To ensure compliance with regulations, the unloading facility must confirm that the rail tank car is empty This can be achieved through a physical inspection, such as a visual check or a physical gauge measurement, or by weighing each offloaded rail tank car using a weigh scale.
Crude oil experiences volume changes of 0.4% to 0.6% for every 10 °F fluctuation in temperature, influenced by its density Volume corrections must be performed following API standards.
MPMS Ch 11.1-2004 or API MPMS Ch 11.5, as appropriate
Accurate temperature measurement of crude oil at the time of loading, along with potential temperature increases during transit, is crucial for assessing the risk of rail tank car overfill These measurements and calculations are vital for determining the Liquid Total Quantity (LTQ).
For initial LTQ calculations, the crude oil temperature before loading should be estimated based on the temperature of the storage tank, truck(s), or pipeline supplying the oil It is essential to verify this temperature value within the first few minutes of loading, once the temperature stabilizes, and make any necessary adjustments to the final LTQ.
In instances where the intended maximum unloading temperature exceeds the reference temperature, as indicated in Table 5, the consignee must inform the loading facility to utilize the planned maximum unloading temperature for calculating the LTQ.
8 The value of 7 % is obtained from the Residue Test as defined in 19 U.S.C 1321
6.3.4.1 Sampling Points Based on Loading Scenarios
As all possible scenarios cannot be anticipated, common loading scenarios are outlined below. a) Single Source
Measurement Equipment and Processes
Measurement systems used during the loading of rail tank cars should be consistent with API MPMS standards or other applicable standards.
Measurement equipment and processes inherently involve measurement uncertainty This uncertainty encompasses various elements, including rail tank car capacity tables, gauging equipment, temperature and density measuring devices, metering and proving equipment and processes, as well as weigh scales.
Metering systems are essential for accurately measuring the total quantity of materials being loaded, whether by volume or weight These systems typically consist of a flow meter, temperature and pressure instruments for standard condition compensation, and a flow computer that processes signals to generate a final quantity report To maintain accuracy, regular proving, calibration, or verification of the meters and associated equipment is necessary, with frequency and tolerances determined by the manufacturer, equipment owner, or contractual agreements For detailed guidance on tolerances, refer to the relevant API standards, specifically API MPMS Chapters 5 and 7.
It is recommended that flow meters be located as near as practical to the rail tank car being loaded to avoid a potential concern regarding line fullness or line integrity.
Line fullness indicates that pipelines may contain air or vapor when they are assumed to be filled with liquid, potentially leading to discrepancies between the metered and actual loaded quantities If the meter is not situated nearby, it is advisable for the loading facility to establish procedures to assess or verify the line fill condition of the pipeline or other equipment utilized for loading crude oil into rail tank cars.
Line integrity is related to the possibility that common manifold valves or relief devices could be leaking Therefore, line integrity will ensure the product reaches its intended destination.
Storage tank gauging is a method used to measure the total quantity, whether in volume or weight, being loaded into rail tank cars This process must adhere to the standards set forth in API MPMS Chapters 3.1A or 3.1B.
Storage tank gauging systems can be either manual or automatic, incorporating essential components such as a tank capacity table, level gauge, temperature measurement, and quantity calculations according to API MPMS Ch 12.1.1 To maintain accuracy and reliability, the measurement equipment must undergo regular calibration or verification.
API MPMS Ch 3.1A and Ch 3.1B outline the equipment for gauging and temperature measurement in both open and closed systems, offering detailed guidance on level gauging while providing general instructions for temperature measurement and sampling.
All valves between the storage tank(s) and the rail tank car(s) shall be closed and verified, except those which have to be open for the loading.
NOTE Leaking or open valves between the tank(s) and rail car(s) will result in a mismeasurement.
Rail tank car gauging is a method used to measure the total quantity, whether in volume or weight, being loaded For detailed information on the equipment and procedures involved in the liquid level measurement method for rail tank cars, refer to API MPMS Chapter 3.2.
Rail tank car gauging systems can be either manual or automatic, incorporating essential components such as a capacity table, level gauge, temperature measurement, and quantity calculation To maintain accuracy and reliability, the measurement equipment must undergo regular calibration or verification.
API MPMS Ch 3.2 outlines the equipment for gauging and temperature measurement in open and closed measurement systems, with detailed guidance on gauging rail tank cars and general instructions for temperature measurement and sampling.
Static and weigh-in-motion (dynamic) railway track scales are valid methods for determining the quantity of crude oil Operators considering weigh scales must consult the latest editions of the AAR Scale Handbook, NIST Handbook 44, or equivalent standards for guidelines on certification, calibration, location specifications, maintenance, operation, and testing requirements.
If transloading from trucks, the net weight of the individual trucks, as measured by truck scales, may be used to determine total rail tank car weight (see NIST Handbook 44).
Other Operational Considerations
The LTQ methodology determines quantity by considering both volume and weight to comply with regulatory standards Variability in actual loading processes can affect the inputs for LTQ calculations To address this, it is advisable for loading facilities to incorporate estimated process safety factors for volume and weight in their LTQ calculations The selection of these safety factors should be based on the loading facility's assessment of the accuracy and variability inherent in their rail tank car loading processes.
An offering facility must implement an overfill prevention system or procedure as a secondary safety measure, ensuring it is not relied upon as the primary liquid transfer quantity (LTQ) control This overfill prevention system can be designed to operate either automatically or manually.
An automatic alarm system, featuring both visual and audible alerts, is employed for rail tank car loading operations and activates without the need for operator intervention Upon receiving an automatic protective action or alarm condition, the loading facility must verify that the loading quantity (LTQ) remains within safe limits.
A manual alarm system necessitates operator intervention upon receiving an alarm, following established terminal operating procedures Alarm set points must be configured to provide adequate time for operations personnel to respond and avert potential overfills or releases To establish appropriate protection levels that accommodate human reaction times, it is essential to consider the pump rates from trucks and tanks, as well as the maximum allowable human reaction timeframes.
In the absence of an alarm overfill prevention system, it is essential for an operator to be physically present, maintaining an unobstructed view or utilizing measurement tools to prevent the overfilling of a rail tank car.
If a rail tank car is overfilled, it is essential to notify the appropriate personnel following terminal operating procedures, and measures must be taken to remove the excess product from the tank car.
6.5.3 Preparing a Rail Tank Car for Loading
AAR Pamphlet 34 outlines best industry practices for preparing rail tank cars for loading It emphasizes the importance of securing and protecting the track at the loading facility, ensuring that each rail tank car is properly secured, inspected, and deemed safe before loading begins Regular reviews of applicable regulations are essential to keep operational procedures up to date.
6.5.4 Preparing a Loaded Rail Tank Car for Shipment
Before transportation, all tank rail cars must undergo inspection and securing in compliance with regulations This includes the installation or confirmation of a tamper-resistant seal on the manway cover, top fittings protection lid, and bottom-operated valve handle Additional seals may be applied following terminal operating procedures It is essential to consider regulatory requirements and AAR Pamphlet 34 recommendations when establishing procedures for securing rail tank cars.
See Annex D for information concerning shipping paper.
The offeror shall periodically review procedures and verify that all requirements as prescribed in Section 6 of this document are implemented.
At a minimum, document retention requirements of records, shipping papers, etc prescribed in 49 CFR, or other regulatory rules or standards shall be met
Any entity that issues a shipping paper must keep a copy or an electronic version of it, ensuring it is accessible at their main business location This shipping document should be available for inspection by authorized officials from any Federal, State, or local government agency during reasonable hours and at appropriate locations.
Each shipping document must feature the acceptance date from the originating carrier In the case of crude oil transported by rail, the date on the bill of lading or the shipment waybill can substitute for the originating carrier's acceptance date.
For crude oil shipments by rail, each offeror must keep shipping papers and documentation regarding quantity and quality, including sampling and testing results for classification, for at least two years after the crude oil is accepted by the originating carrier.
Each offeror should periodically review and verify adherence to document retention policies and requirements of this document
Sampling and Testing Program Example 9
The crude oil testing program must encompass both initial and continuous testing to ensure comprehensive characterization It is essential to conduct all necessary tests to accurately determine the appropriate Packing Group (3.21) and packaging requirements.
Prior to transporting crude oil by rail, it is essential to conduct testing to ensure safety and compliance An ongoing testing program must regularly assess key parameters, especially when there are indications or historical data suggesting changes in the crude oil's characteristics that could affect its Packing Group assignment If a change in the Packing Group is identified, a thorough re-evaluation of the transportation requirements is necessary Additionally, the frequency of sampling should be modified according to the variability observed in the test results.
Sampling must guarantee that composite samples accurately represent the crude oil intended for loading Samples can be collected either manually, following API MPMS Chapter 8.1, or automatically, as outlined in API MPMS Chapter 8.2 The optimal method for obtaining representative crude oil samples is through a flow-proportional auto inline sampler that meets the specifications of API MPMS Chapter 8.2.
When determining the number of samples to collect, it is essential to consider the loading process of crude oil and the quantity of rail tank cars involved Trains can vary significantly in size, ranging from unit trains that transport a single commodity from one origin to a specific destination, to individual manifest rail tank cars.