Steam Traps Solve Sticky Railcar

Heating Problem

The U.S. uses an average capable of hauling asphalt has an internal

of nearly 29 million tons of
asphalt annually. Typically,
asphalt is transported from
process plants to points of
use by railroad cars, truck,
and barges.
steam coil. A steam inlet and a condensate
outlet on the side of the railcar provide the
steam to the coil. When a railcar arrives
at the terminal, an operator connects
the steam supply to the coils inlet and
connects the condensate outlet to the
condensate return line, which typically is
permanently equipped with a steam trap.

A large multi-mode terminal operation that

Optimum temperature depends on the
serves all of these transportation modes
product. In most cases, this is a manual
wanted to duplicate the railcar heating
process where the operator heats up
improvements experienced by two of
the railcar using a fixed steam pressure
its nearby asphalt suppliers. The Spirax
based on his experience. Products with
Sarco team described the railcar heating
higher viscosity require more heating time
successes at two nearby asphalt plants.
to achieve a higher temperature. Typical
steam pressure is less than 100 psig.
Heating Asphalt in Railcars
Many liquid products in railcarsespecially
Steam traps play a critical role in the
asphalthave a high viscosity at ambient
asphalt heating process. They drain the sale at the transportation company.
temperature and must be heated in order
the condensate from the coils while In 2002, one of the asphalt companies
to pump it from the railcar to the storage
maintaining the steam pressure in the approached Spirax Sarco to help with an
tanks. Asphalt is not heated during transit
system. They also vent air during startup. asphalt heating problem. It was taking too
because the railcars dont have a steam
Air interferes with the heat transfer long for their railcars to heat using their
source. Instead, the shipping terminal
process, causing the asphalt to take existing steam traps. Operators had to
usually has its own boiler or purchases
longer to heat up. Typically, high-capacity open bleed valves to heat the cars.
steam from a nearby plant or cogeneration
thermodynamic steam traps and even
unit. The temperature of the asphalt
thermostatic traps are used because of Spirax Sarco performed the heat transfer
directly affects its unloading time and
their low cost. However, float traps are calculations to estimate the amount of
consequently heating costs. Asphalt at
much better for this application because of condensate that would be produced
ambient temperature can take as long as
their superior performance. in this type of application. The team
24 hours to heat before it can be unloaded.
recommended a float and thermostatic
History of Success Repeats Itself trap because of its capacity, modulation
In addition to asphalt, tank-type railcars
The previous Spirax Sarco successes at capabilities, and its internal air vent, which
transport many different kinds of
the two asphalt providers helped make
chemicals. However, each railcar thats
is a critical feature in applications where air fills the heating
space between batches. This application required a 1-inch
NPT FT450-14 steam trap with 1-inch M10H2RB ball valves
for isolation and 1-inch CT strainers for trap protection. The
asphalt provider purchased eight sets of traps, valves, and
strainers.
After realizing the success the first asphalt plant had with the
Spirax Sarco steam traps, another asphalt company requested
the same study in 2004. The steam pressure at the second
asphalt plant was slightly lower than the pressure at the first
plant, which required a different size mechanism. The second
asphalt company purchased eight sets of 1-inch NPT FT450-
10 traps, along with the appropriate valves and strainers.
Superior Steam Solutions
In November 2010, the transportation terminal approached
Spirax Sarco to request traps for the railcar loading rack in a
new facility being built in the ship channel where the company
operates. During the initial meeting, the team focused on
the successes at the two asphalt plants because their
requirements were similar.
The transportation company expressed interest in the same
type of trap used at the other two companies. Since they
had very little technical knowledge about steam traps, the
team explained why they are needed, the differences in
technologies, and why the more expensive Spirax Sarco steam
trap works better than the competitions less expensive traps.
The company also asked Spirax Sarco to identify one of its
traps from a photograph because they knew it had worked well
in other terminals in the area. The unknown trap was one that
the first asphalt plant had purchased in 2002.
The Spirax Sarco team recommended the 1-inch NPT FT450-
10 steam trap because of its superior air handling capabilities
and large capacity to handle the initial condensate load. In
December, 2010, the transportation terminal purchased 11 of
the 1-inch NPT FT450-10 traps and CT strainers. In March 2011,
the terminal purchased another 11 of the 1-inch NPT FT450-10
traps and CT strainers for its holding tanks.
Optimistic Outcome
The transportation terminal gained quick results from installing
the Spirax Sarco steam traps. Faster railcar heating eliminated
the need to manually open bleed valves to drain condensate
from the tanks. Not only did this make the asphalt heating
process quicker and automatic, it also increased the plants
safety because operators no longer have to manipulate the
steam valves.
The transportation company was pleased that Spirax Sarco
took the time to discuss the features of the steam traps and to
share past successes. The company said it would be contacting
Spirax Sarco in the near future to talk about more trapsand
perhaps even control valves.
For further information please contact:
Spirax Sarco, Inc
1150 Northpoint Blvd, Blythewood, SC 29016
1-800-883-4411 spiraxsarco.com/us