Initial Site-Specific De-Inventory Report for Big Rock Point Report No.: RPT-3014537-002
Performing the Transload from HHT to the Rail Cars The HHT/goldhofer that was loaded onsite would meet a crane at the rail transloading facility, where the train would already be staged. The receiving fixtures would have already been welded to the rail car decks in preparation for the loading. This enhances the accuracy of loading as the fixture placement on the rail cars should be carefully measured to ensure the center of gravity of the unit would rest exactly on the centerline of the rail car for maximum stability and to conform with the approved clearance window for the rail shipment. The goldhofer would be unloaded with the crane. The transportation overpack and its attached cradle would be lifted together and placed onto the rail car (see Step 2 of Figure 6-6). Performance of a visual inspection of the installed transportation overpack, cradle, and personnel barrier assures it is assembled correctly and in an unimpaired physical condition. The visual inspection includes checking for cracks on the intermodal cradle main beam web-to-flange- welds, the beam webs, plus checking the tie-down structure for any signs of distortion or failure. Before the rigging is removed from the cradle, while the unit is on the rail car, initial measurements are taken to confirm proper placement on the rail car with respect to center of gravity, etc. Once the crew has confirmed correct placement on the car, the rigging is removed from the cradle, and the boom of the crane would swing away from the loaded rail car. The crew then proceeds to secure the cradle to the rail car ensuring compliance with the AAR Open Top Loading Rules. Specifically, all restraint values would meet the stated requirements of 7.5G x 2G x 2G [39] , the requirement from the DOT and what is required for load securement in the transportation overpack SAR. Note the AAR Open Top Loading Rules are quoted for restraint values and interchange requirements. It incorporates AAR-OT-55-P, which are exactly the same for restraint values for irradiate fuel shipments. Once the transportation overpack is secured to the railcar and internal inspections of the transportation overpack and loaded rail cars are completed, the Rail Transload Facility Supervisor would request the railroad inspection. Once the inspector measures and approves the cars for shipment, the Rail Transload crew would air test the train, if air brakes are on the train 5 (as with some existing DoD shipments), and perform a visual inspection of the train’s safety devices. The appropriate party would issue the electronic bill of lading (BOL). The crew would then attach the Global Positioning System (GPS)/Impact Recorders (telemetric units) to the loaded transportation overpack cars to provide 24/7 on-demand GPS location information using the most current monitoring sensor technology available at the time. The device would also record any impacts (from switching, etc.) that occur at more than 4 miles/hour. Impact recorders are not required by regulation, but are commonly used by dimensional shippers for high-value and sensitive machinery to record any impacts (switching) and forces exerted on
5 Once AAR Standard S-2043 compliant equipment is mandated and more readily available, air brake testing will not be required for train movements, but the shipper may be required to perform other testing and/or inspections by the railroad commensurate with shipping dedicated trains.
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Initial Site-Specific De-Inventory Report for Big Rock Point May 10, 2017
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