Appendix “Fuel by Rail”
Picture 4.2 Product and railcar flow………..………...……..2
Explanation of picture 4.2………....………2
Picture 4.4 The Loading of the railcars………....5
Explanation of picture 4.4………7
Picture 4.5 OTH planning of the railcars………...……....11
Explanation of picture 4.5………..………12
Picture 4.6 Paperwork OTH traffic department………..…..….………13
Explanation of picture 4.6………..………14
Picture 4.7 Paperwork administrator Shell Oil………..16
Explanation of picture 4.7………..………16
Picture 4.8 Control shipment by Shell Oil……….17
Explanation of picture 4.8………..………17
Picture 4.9 Shell Oil planning of the railcars……….………19
Explanation of picture 4.9………..………19
Picture 4.10 Authority product and railcar flow………21
Picture 4.11 The “Fuel by Rail” process map………22
Description of the process of “Fuel by Rail”……….26
Picture 6.2 The “Fuel by Rail” process map Improvement…….………..………28
12 PTRA bings in
railcars
4 OTH loads
railcars
5 PTRA pulls
railcars
6 BNSF ships
railcars
7 Customer unloads
railcars 10
BNSF ships railcars
2 Shell pumps
diesel
11 Sunray storage
BNSF yard BNSF yard
3 OTH storage
8 Customer
storage 9
End consumer
Picture 4.2 Product and railcar flow 1
Shell storage
Explanation of picture 4.2
1. Shell Oil has diesel in storage. Shell Oil refines the diesel or buys it from other refineries. (Not included in the research)
2. Shell Oil pumps the diesel to the OTH terminal. (Not included in the research) 3. OTH keeps the product in the tanks which are rented by Shell Oil. OTH has
limited storage space for railcars.
4. OTH loads the railcars that are already spotted by the PTRA.
5. The PTRA pulls out the loaded railcars every morning and brings the cars to the BNSF-yard.
6. The BNSF picks up the railcars at the yard and ships them to the unloading rail rack of Shell Oil’s customer.
7. The customer unloads the railcars.
8. The customer pumps the product into tanks for storage.
9. The unloaded product is shipped in various ways to the end customer. (Not relevant for this research)
10. The BNSF picks up the empty railcars and ships the empty railcars back to the BNSF-Yard or to the storage at Sunray.
11. At the Sunray storage Shell Oil stores empty railcars.
12. The PTRA brings in and spots the railcars at the rail rack of OTH.
Not all of these steps belong to the process of Fuel by Rail. Only from step 3 till 12 is considered as the Fuel by Rail. With the exception that step 8 and 9 also are not included.
The steps of the Fuel by Rail process are those steps which are monitored by Shell Oil’s traffic department.
1 start
7 PTRA Spots
railcars
11 Spots OK?
YES
No 9
Spot sheet
13 Operations gives
new directions 8
Not spotted empty railcars
10 Spotted
empty railcars
17 Will residue fit
YES
No 18
Bring in truck 12
Worksheet
Continue next page
Continue next page
Picture 4.4. Loading railcars 15 Not prepared
spotted railcars
14 Prepare for
Stripping
16 Prepared
spotted railcars 2
Receive order instructions and
worksheet
4 Convert Net/
Gross gallons 5
Conversion tabel 3
Worksheet+
Order instructions
6 Worksheet
with preloading
data
19 Strip railcar 20
Empty railcars with
residu
21 Empty railcar with out residue
34 Enter net gallons
into computer 35
Worksheet with preloading
36 Load rail car 37
Diesel+
Empty railcar
38 Loaded Railcar
40 Fill in Worksheet 41
Worksheet +actual loading data from
computer
42 Completed Worksheet Continuing
from previous
page
29 Prepare for
loading
30 Unprepared
railcars
32 Prepared
railcars 31
Worksheet
43
Continue next page
Continue next Picture 4.4. Loading railcars page
39 Call traffic for finish loading
33 Receive Call traffic
go ahead loading Yes
28 Repair Railcar
25 Car inspection
ok?
No 26
Contact Traffic department
27 Repairement?
Yes
No 22
Inspect railcar 23
Empty railcar +
Railcar checklist
24 Inspected
empty+
Filled in checklist
49 Seal Railcar 50
Seals + Loaded Railcar
51 Sealed loaded railcar
66 End
60 PTRA picks up
railcars 61
Spotted Loaded or
broken railcars
63 Not spotted
Loaded or broken railcars 55
Fill in checklist 56
Not completed checklist
57 Completed
checklist
58 Checklist OK?
Yes
No 59
Complete forgotten subject
62 Pull sheet
Picture 4.4. Loading railcars 53
Prep for stripping or
broken railcars
54 Unprep. for stripping or broken railcars 52
Undo Stripping preparations
64 Right railcars
picked up?
65 Give new directions Yes
No Continuing
from previous
page
Continuing from previous
page
43 Take sample 44
Sample bottle+
loaded railcar
45 Sample +
Loaded railcar
46 remove loading
preparations 47
prepared loaded railcars
48 unprepared
loaded railcars
Explanation of picture 4.4
Picture 4.4 is build out of 66 shapes. The basic meaning of the different shapes is explained in chapter 4. As shown in the picture every shape has a number. The process will be explained by discussing every shape from 1 till 66.
1. Start of the process
2. The operations department receives every day an order instructions and a worksheet.
3. The document order instruction contains all necessary information about the produt. The worksheet is created to fill in the necessary data during and after the loading.
4. The operator must convert loading numbers. Every railcar has its own loading limits. A railcar will always be loaded to the maximum loading limit. Because the lbs. per gallon diesel differs, the net. load limits need to be calculated. Besides this the gross load limit needs to be calculated and the dome lid needs to be measured in order to create a double stop during the actual loading of the railcar.(the overflow) These numbers are filled in the worksheet.
5. The document “conversion table” enables the process step “convert loading numbers”
6. The worksheet containing the preloading data is the output of the process step
“convert loading numbers”
7. The PTRA spots the empty railcars once a day at about 10:00 am. The loading rack has two tracks. Each track contains six spots. Two for high sulpher diesel and four for low sulpher diesel.
8. The not spotted empty railcars are the input for the spotting process
9. The spot sheet is a document that enables the PTRA to find the right spot for every railcar
10. The spotted empty railcars are the output of the spotting process
11. A decision must be made whether the railcar is spotted right or not. Sometimes the railcar is spotted at the wrong spot. Sometimes the railcar is spotted at the right spot but wrong positioned at the spot so it cannot be loaded. If the railcar is spotted correctly, the PTRA is finished with their job and can leave. The process continues with shape 14. If the railcar is not spotted correctly, the process continues with shape 13.
12. The document “worksheet” is used by the operations department to determine if the spots are “ok”.
13. If a railcar is wrong spotted or wrong positioned at the spot, the operations department gives new directions to the PTRA to spot the railcar again.
14. The operator has to do preparations for the process step stripping. A blue sign
”men at work is installed”. The chocks are installed so the railcars cannot move.
The railcar must be wired to the ground incase of any electric shock. The bridge from the loading rack to the top of the railcar must be installed. The dome lid of the railcar must be unscrewed and opened. The belly caps at the bottom must be opened.
15. The not prepared railcars are the input for the process step “prepare for stripping”
16. The prepared railcars are the output of the process step “prepare for stripping”
17. After the preparations for stripping the dome lid is open so a decision can be made if the residue in the railcar will fit in the slop tank. All the residues in the railcars are pumped into this tank. Only by exception a large residue will show up.
The decision if the residue will fit is made by estimation of the operator. If the residue does fit into the slop tank the process continues with shape 19. If it does not fit the process continues with shape 18.
18. The operation department brings in a truck that is big enough for the residue.
19. The operator strips the car. In this step of the process the residue will be removed by opening the valve at the bottom of the railcar. This means that a bucket is installed under the railcar. A hose from either the slop tank or the truck is installed in this bucket. The valve of the pump is opened and the pump is turned on. The valve of the railcar is opened till the entire residue is removed. When the bucket is empty the pump is turned of, the valves are closed and the hose and bucket
removed.
20. The empty railcars with residue are input for this process 21. The empty railcars without residue are output for this process
22. The railcars must be inspected. This means that the valves, nuts, gaskets, number plates, etc. must be checked. In this step of the process the first part of the
checklist needs to be filled in.
23. The empty railcars with residue and the document “railcar checklist” are the input for the process step “the inspection of the railcars”
24. The inspected empty railcars and the document “the filled in railcar checklist” are the output of process step “the inspection of the railcars”
25. The decision must be made whether the railcar passes the inspection or not. If it does pass inspection the process continues with shape 26. If it does not pass the process continues with shape 29.
26. The operator must contact the traffic department
27. The traffic department decides whether this must be repaired or not. If this is possible the process continues with shape 28. If it is not possible the process continues with shape 52.
28. The maintenance department or an external company does the repairs.
29. The operator prepares the railcars for loading. This is done by installing the loading arm, installing the overflow and opening the loading valve.
30. The unprepared railcars are input for the process step “prepare for loading”.
31. The document “worksheet” is used for the process step “prepare for loading”. The document contains data that are necessary for installing the overflow.
32. The prepared railcars are the output of the process step ”prepare for loading”
33. The operator receives a go ahead from the traffic department for loading the railcars
34. The operator enters the net loading gallons into the computer.
35. The document “worksheet with pre-loading data” is used for the entering of the net gallons
36. The operator starts loading by pressing the enter button. The loading stops automatically either by the computer or by the overflow
37. The input is the diesel and the empty railcar
38. The output is a loaded railcar
39. The operator calls the traffic department to report finish loading
40. The operator has to fill in the actual loaded gallons, “start and stop time” and the numbers of the seals on the worksheet.
41. The document “worksheet” and the data from the computer are input for the process step fill in the worksheet.
42. The completed worksheet is the output of the process step fill in the worksheet 43. The operator takes one sample of the diesel from the railcar.
44. The sample bottle and loaded railcar are the output of the process step “take sample”
45. The “sampled loaded railcar” and the “sample” are the output of the process step
“take sample”
46. The operator has to remove the loading preparations. This is done by removing the loading arm, removing the overflow and closing the loading valve.
47. The prepared for loading railcars are the input for the process step “remove loading preparations”
48. The unprepared for loading railcars are the output of the process step “remove the loading preparations”
49. The operator has to seal the car at three different spots
50. The input for the process step “seal railcar are the seals and the loaded railcar 51. The output for the process step “seal railcar” is the sealed loaded railcar
52. The operator must undo the stripping preparations. This means that the operator has to close the belly cap at the bottom, close and screw the dome lid, pull in the bridge, remove the ground wire, remove the chocks and remove the “men at work sign”.
53. The prepared for stripping railcars or the broken empty railcars are the input for the process step “undo preparations for stripping”
54. The unprepared for stripping railcars or the unprepared for stripping empty railcars are the output of the process step “undo preparations for stripping”
55. The operator has to fill in the checklist
56. The document “uncompleted checklist” is the input for the process step “fill in checklist”.
57. The document “completed checklist” is the output for the process step “fill in checklist”
58. The decision must be made whether the checklist is ok or not. If the checklist is ok the process continues with shape 60. If it is not ok the process continues with shape 59.
59. The operator has to reinstall the sign “men at work”, the chocks and the ground wire. The operator has to complete the forgotten subject. The operator has to remove the ground wire, remove the chocks and remove the “men at work sign”.
60. The PTRA picks up the railcars at 10:00 am next morning
61. The spotted loaded railcars or spotted broken railcars are the input for the process step “PTRA picks up railcars”
62. The document “pull sheet” enables the PTRA to pick up the right railcars
63. The not spotted loaded railcars or the not spotted broken railcars are the output of the process step “PTRA picks up railcars”
64. The operator decides if the right railcars are picked up. If the right railcars are picked up, the PTRA is finished and can leave with the railcars and the process continues at shape 66. If the right railcars are not picked up the process continues at shape 65.
65. The operator gives new directions to the PTRA to pick up the right cars.
66. The Process ends
11 Determine how many extra cars are needed 15 Can cars be ordered at DeerPark? yes
no 17 Order cars at deerpark
18 Can cars be ordered at Sunray? yes 21 Order cars at Sunray
20 call Shell Oil to postpone ordersno
2 Determine Number of cars needed for this week 10 Are extra railcars needed? no
4 Determine how many cars will come in Yes 23 End (no extra cars ordered)
1 start 12 Can cars be ordered at Stolt? 14 Order cars at Stolt Picture 4.5 OTH planning of the railcars
yes
no
no
7 Do too many cars come in to OTH?
8 Determine how many cars have to go to storageYes 16 List Deer park
19 List sunray
13 List Stolt
3 Orders listed per month from Shell Oil 5 BNSF List 6 PTRA List9 Call scheduler Shell Oil to store railcars 22 Email Shell Oil to inform orders
Explanation of picture 4.5
1. Start of the process
2. The schedulers have to determine how many railcars they need for this week 3. The document “Orders List” is sent by Shell Oil to OTH. This list contains all the
orders for next month and is used for the determination of number of railcars 4. The schedulers have to determine how many railcars will come in this week.
5. The document ”BNSF List” is sent by the BNSF that contains information of the positions of all the Shell Oil’s railcars in the USA.
6. The document “PTRA List” is sent by the PTRA containing the actual number of railcars coming in this very day.
7. The decision must be made whether too many cars are coming in or not. If not too many cars are coming in the process continues with shape 10. If too many railcars come in the process continues with shape 8.
8. The schedulers have to determine how many cars have to go to storage.
9. The schedulers have to call Shell Oil scheduler to store the railcars.
10. The decision must be made whether too little railcars are coming in. If not too little railcars are coming in the process continues with shape 23. If too little railcars are coming in the process continues with shape 11.
11. The schedulers have to determine how many extra cars are needed.
12. The decision must be made if the railcars can be ordered at the Stolt storage. If this is not possible the process continues with shape 15. If this is possible the process continues with shape 14.
13. This document is used to determine how many cars are available at the Stolt storage.
14. The schedulers order the railcars at the Stolt storage.
15. The decision must be made if the railcars can be ordered at the Deerpark storage.
If this is not possible the process continues with shape 18. If this is possible the process continues with shape 17.
16. This document is used to determine how many cars are available at the Deerpark storage
17. The schedulers order the railcars at the Deerpark storage.
18. The decision must be made if the railcars can be ordered at the Sunray storage. If this is not possible the process continues with shape 20. If this is possible the process continues with shape 21.
19. This document is used to determine how many cars are available at the Sunray storage
20. The schedulers call Shell Oil to postpone the orders.
21. The schedulers order the railcars at the Sunray storage.
22. The schedulers email the Shell Oil scheduler to inform about the order.
23. The process ends.
24 Fax Pull sheet to
PTRA 6
Create Orderinstruction (O.) for operations
7 Create Worksheet(W.) for
operations
9 Create pre- BOL
10 Fax pre-BOL to
the BNSF
27 Receive BNSF list 12
Print out an open gauge
11 Receive Inspector’s
approval
15 Print Closing
gage
18 Enter the data of the worksheet into
computer
19 Create the actual
BOL
21 Book the order
20 Fax BOL to Shell
Oil + BNSF
22 Create return and
routing
23 Create Pull sheet 4
Create Spot sheet
5 Fax Spot sheet to
PTRA
13 Call Operations for
go ahead
17 Receive worksheet
+ railcar checklist
8 bring O.+ W. to
Operations
25 Fax return and routing to PTRA
28 Receive PTRA list 1
Start
29 End 14
Receive finished Loading
26 Archive all forms
Picture 4.6 The paperwork 2
Recieve orders
3 Enter orders into
OSAS
16 Print tank measurement
Explanation of picture 4.6
1. Start of the process
2. Receive orders from Shell Oil
3. Enter orders in administration system (OSAS)
4. The document “spot sheet” must be created. This is done by manual entering the numbers of the railcars in an excel sheet. This sheet shows the spot of the railcar at the rail rack. When the sheet is finished, it is printed.
5. The spot sheet is faxed to the PTRA.
6. The document “order instructions” must be created. This is done by manual entering data (car number, product, destination, etc.). The document is printed.
7. The document “worksheet” is created. This is done by manual entering data in an excel sheet. (railcar number, product, tank number, load limits, net. gallons, lbs per gallon, API). The document is printed.
8. The scheduler brings the order instructions and the worksheet to the operations department.
9. The document “pre-Bill of ladings”(pre-BOL) must be created. This is done by writing (car number, API,date) and manual entering. (Product, client, shipper, appr. gallons). When the pre-bill is finished, it is printed.
10. The pre-BOL is faxed to Shell Oil and the BNSF.
11. The approval of the inspector is received by fax. This means that product in the tank is ok.
12. The document “Open gauge” is printed. This is a list of all the tanks at the terminal and shows the gauges (level, temp, api, etc) of product in the tanks. It is mainly used to check the level of the product in the tank before the loading.
13. A phone call to the control room of the operations department is made to give “a go ahead” to start loading.
14. A phone call comes in that the loading is finished.
15. The document “Close gauge” is printed. This is a list of all the tanks at the terminal and shows the gauges (level, temp, api, etc) of product in the tanks. It is mainly used to check the level of the product in the tank after the loading.
16. The document “tank measurement” must be printed. This document contains all the data of the gauges in barrels.
17. The worksheet and the checklist is received from the operations department.
These documents are filled in by writing. The checklist is filled in by paraphs.
The worksheet contains the loading data. (gross gallons, outage inches, actual loaded gallons, seal nr.’s, time, etc)
18. The data of the worksheet have to be entered into the computer.
19. The document “Bill of ladings” must be created. This is done by manual entering the data (car number, API, date, actual gallons loaded, seal nr.’s) and by writing the tank number and the batch number.
20. The BOL is faxed to Shell Oil.
21. The order must be booked. This is done by entering all the data in to the computer.
22. The document “return and routing” must be created. This is done by manual entering the railcar numbers and their destination.
23. The document “Pull sheet” must be created. This done by copy-pasting the railcar numbers from the spot sheet.
24. The Pull sheet must be faxed to the PTRA.
25. The “return and routing” must be faxed to the PTRA.
26. The documents used for one particular railcar (railcar worksheet, railcar checklist, print out booked order, gauge sheet “close”, gauge sheet “open”, shore tank measurement, Pre-BOL, BOL, tank inspection sheet) must be stapled and archived.
27. Receive the document “BNSF list” by fax. This list shows the positions of the railcars
28. Receive the document PTRA list by fax. This list show which cars are able to come to the OTH-terminal.
29. End of the process.
1 Start
3 Print BOL
7 Fax BOL to
customer
8 End
2 Receive BOL from OTH
Picture 4.7 Paperwork administrator Shell OIL
6 Enter data in spread sheet
3 Check BOL
Yes
No 5
Call OTH to correct BOL 4
Is the BOL ok?
Explanation of picture 4.7
1. Start of the process
2. Receive the document “Bill of ladings” (BOL). This is received as an electronic fax.
3. The document BOL must be printed.
4. The decision must be made if the document BOL is OK. IF the BOL is not OK the process continues with shape 5. If the BOL is OK the process continues with shape 6
5. The administrator must call the schedulers of OTH to correct the BOL.
6. The data of the BOL must be entered in a spreadsheet. (car number, product, customer, order number)
7. The document BOL must be faxed to the customer.
8. End of the process.
2 Print BNSF list
5 Website
3 Determine the Shell OIl railcars
16 send fax to BNSF
to correct directions 15
The right direction?
no
11 Find missing car
7 The right cars
on the list?
yes
no
13 send fax to BNSF with new directions
14 Check the direction of the
railcars
10 Determine which car(s) is missing 12
Track and trace website
Yes 17 Planning of cars to OTH
1 Start
18 End
Picture 4.8 Control shipment by Shell Oil
8 Extra cars on
the list?
no
yes
9 send fax to BNSF
with corrections 4
BNSF LIST
6 acces sheet made
the adminstrator
Explanation of picture 4.8
1. Start of the process
2. The document ”BNSF list” must be printed
3. The Shell Oil railcars must be determined. This means that the administrator looks for Shell Oil railcars that are supposed to be shipped.
4. The document “BNSF list” is used for the process step “determine Shell Oil railcars”. It is a list of all the railcars in the fleet of the BNSF.
5. The data “webside” is used for the process step “determine Shell Oil railcars”.
With this webside a certain group of railcars can be selected.
6. The document “access sheet” is used for the process step “determine Shell Oil railcars”. The access sheet is made by the administrator.
7. The decision must be made if the right railcars are on the list. If the right railcars are on the list the process continues with shape 14. If the right railcars are not on the list the process continues with shape 8.
8. The decision must be made if extra railcars are on the list. If extra railcars are on the list the process continues with shape 9. If no extra railcars are on the list the process continues with shape 10.
9. The document “correction fax” must be created and sent to the BNSF.
10. The missing railcar(s) must be determined.
11. The missing railcar(s) must be found.
12. The computer program “track and trace” is used for the process step find missing railcar.
13. The document “fax new directions” must be created and faxed to the BNSF.
14. The directions of the railcars must be checked.
15. The decision must be made if the railcars have the right direction. If the railcar has the right direction the process continues with shape 17. If the railcar has not the right direction the process continues with shape 16.
16. The document “fax correct directions” must be created and faxed to the BNSF.
17. The railcars that are returning from the customer need to be planned for OTH terminal or for storage. (link to next model)
18. End
The shape number 17 is a link to picture 4.9. This picture shows the process step
“planning of the railcars to OTH”. The scheduler of Shell Oil does this planning.
Picture 4.9
16 Determine how many extra cars are neded
20 Can cars be ordered at DeerPark?
yes no
22 Order cars at
deerpark
23 Can cars be
ordered at Sunray?
yes
25 Order cars at
Sunray
26 Postpone orders no
4 Determine Number
of cars needed for next two weeks
27 no extra cars
ordered 15 Are extra cars
needed?
no
Yes
28 End 1 Start
17 Can cars be
ordered at Stolt?
19 Order cars at Stolt
21 List Deer park
24 List sunray 18
List Stolt 5
Orders listed per month from
Shell Oil
7 BNSF List
Picture 4.9 Shell OIL planning of the railcars to OTH
yes no 6
Determine number of cars coming in next 2
weeks
8 Do to many cars come in to
OTH?
9 Determine how many cars have to
go to storage Yes
10 Can cars be
stored at Sunray?
12 Can cars be
stored at Deerpark?
no no
11 Send cars to
Sunray
13 Send cars to
Deerpark
14 Send cars to Stolt
Yes Yes
no 2 Receive orders
3 Fax order list to
OTH
Explanation of picture 4.9
1. Start of the process.
2. The scheduler receives the orders from the customer and creates a list of orders 3. The document list of orders must be sent to OTH.
4. The scheduler has to determine how many railcars they need for the next two weeks.
5. The document “Orders List” contains all the orders for next month and is used for the determination of number of railcars.
6. The scheduler has to determine how many railcars will come in the next two weeks.
7. The document ”BNSF List” is sent by the BNSF that contains information of the positions of all the Shell Oil’s railcars in the USA.
8. The decision must be made whether too many cars are coming in or not. If not too many cars are coming in the process continues with shape 15. If too many railcars come in the process continues with shape 9.
9. The scheduler has to determine how many cars have to go to storage.
10. The decision must be made if the railcars can be stored at the Sunray storage. If this is not possible the process continues with shape 12. If this is possible the process continues with shape 11.
11. The scheduler sends the railcars to the Sunray storage.
12. The decision must be made if the railcars can be stored at the Deerpark storage. If this is not possible the process continues with shape 14. If this is possible the process continues with shape 13.
13. The scheduler sends the railcars to the Deerpark storage.
14. The scheduler sends the railcars to the Stolt storage.
15. The decision must be made whether too little railcars are coming in. If not too little railcars are coming in the process continues with shape 27. If too little railcars are coming in the process continues with shape 16.
16. The scheduler has to determine how many extra cars are needed.
17. The decision must be made if the railcars can be ordered at the Stolt storage. If this is not possible the process continues with shape 20. If this is possible the process continues with shape 19.
18. This document is used to determine how many cars are available at the Stolt storage.
19. The scheduler orders the railcars at the Stolt storage.
20. The decision must be made if the railcars can be ordered at the Deerpark storage.
If this is not possible the process continues with shape 23. If this is possible the process continues with shape 22.
21. This document is used to determine how many cars are available at the Deerpark storage
22. The schedulers order the railcars at the Deerpark storage.
23. The decision must be made if the railcars can be ordered at the Sunray storage. If this is not possible the process continues with shape 26. If this is possible the process continues with shape 25.
24. This document is used to determine how many cars are available at the Sunray storage
25. The scheduler orders the railcars at the Sunray storage.
26. The scheduler postpones the orders.
27. No extra cars have to be ordered 28. The process ends.
Picture 4.10
12 PTRA bings in
railcars
4 OTH loads
railcars
5 PTRA pulls
railcars
6 BNSF ships
railcars
7 Customer unloads
railcars 10
BNSF ships railcars
2 Shell pumps
diesel
11 Sunray storage
BNSF yard BNSF yard
3 OTH storage
8 Customer
storage 9
End consumer
Picture 4.10 Authority product and railcar flow 1
Shell storage
Authority Scheduler Shell Oil Authority Scheduler OTH
Picture 4.11 The Fuel by Rail process map
Fuel by Rail process map PG 1
Inspector OTH
Operations OTH
Traffic PTRA
Shell Oil BNSF
Customer
start
Create Spot sheet
Fax Spot sheet to PTRA Recieve
Spot sheet
Bring in the railcar
Spot the railcar
Create pre- BOL Fax pre-
BOL to BNSF Receive
pre-BOL
Inspector checks product
Product OK?
yes F.by R.
pg 4
Fax
Prepare for stripping
railcar Fax orders
to Shell Oil
Recieve orders Receive
orders Fax orders
to OTH
Enter orders into
OSAS
Bring O.+
W. to Operations
Create orderinstru-
ction(O) Create worksheet
(W)
Receive O.+ W.
Convert net / gross
gallons
F.by R.
pg 2
<Fuel by Rail process map pg. 2>
Inspector OTH
Operations OTH
Traffic PTRA
Shell Oil BNSF
Customer
F.by R.
pg 1
Fill in the work sheet(WS) Print out
close gauge
Take sample Print tank
measure- ment
Call Traffic for finished loading Recieve
finished loading
Load railcar Enter figures into
computer Strip railcar
no yes
Fax Repaire
ment ?
Railcar ok no
Call operations
go ahead
Fax approval to OTH traffic Inspect
railcar
Prepare for loading
Receive go ahead Receive
approval
Call OTH Traffic
yes
Repair Railcar
Print out open gauge Receive
call
F by R pg.3
<Fuel by Rail process map pg. 3>
Inspector OTH
Operations OTH
Traffic PTRA
Shell Oil BNSF
Customer
F.by R.
pg 3 yes
Check BOL
Create Pull sheet
Rebook order BOL
ok?
Fax BOL to Shell Oil/
BNSF
Fax BOL to customer
Book the order Create the actual BOL
Correct BOL Enter data
BOL in sheet Receive
BOL
Call OTH to correct BOL
Receive WS + CL
Receive actual BOL
Print BOL
no
Enter data WS in computer
Receive Call Create return and
routing
Bring WS + CL to OTH
traffic
Receive actual BOL
no Fill in checklist
(2) (CL)
yes
Complete forgotten subject Check- list ok?
Undo preparation
stripping Remove loading preparation
Seal railcar F by R
pg 2
<Fuel by Rail process map pg. 4>
Inspector OTH
Operations OTH
Traffic PTRA
Shell Oil BNSF
Customer
Fax PTRA list of cars Email/fax
BNSF list
Bring cars into the BNSF yard
F.by R.
pg 3
Receive BNSF list
Bring cars into PTRA
yard
Receive PTRA list
of cars
F.by R.
pg. 1 Controlling
shipment Control shipment
Control Shipment Ship the
railcar Pick up car at
customer Controlling shipment Unload the
car
Bring car to customer
Receive BNSF list
Receive BNSF list Fax return and routing to PTRA
Archive all forms Pull cars to
the PTRA yard Receive return and
routing
Pull car to the BNSF
yard Recieve pull sheet
Fax pull sheet to PTRA
Controlling shipment
Description of the process of “Fuel by Rail”
The description of the process “Fuel by Rail” is based on picture 4.11. It is a combination of all the models shown in the appendix. The process does not have a start or an end. It is a continuing process.
The customers fax their orders to Shell Oil. The administrator of Shell Oil receives these orders and faxes them to OTH traffic. The scheduler at OTH traffic receives these orders and enters them into the booking system. (OSAS) The scheduler creates a spot sheet and sends this by fax to the PTRA. The PTRA receives the spot sheet and brings in and spots the demanded empty cars. The OTH scheduler creates order instructions and a worksheet and brings these to the OTH operations department. The OTH operator receives the instructions and the worksheet and converts the net loading limits into the gross loading limits. The OTH scheduler creates a preliminary bill of ladings (pre-BOL) and faxes this to the BNSF. After the railcars are spotted by the PTRA and the loading limits are converted the OTH operator prepares the railcar for the stripping process. After this the OTH operator strips the railcar and than inspects the railcar. If the railcar passes the check it is ready for the preparations for loading. If the railcar does not pass the check the operator has to call the OTH scheduler to inform about the necessary repairs. The OTH scheduler decides if it is possible to plan the reparation. If it is possible the railcar is repaired and the railcar must be inspected again afterwards. If it is not possible the railcar will not be loaded and continues in the process with the loaded railcars when the OTH operators undo the stripping preparations.
When the railcars have passed the check the railcars are prepared for loading. The OTH scheduler receives an approval of the inspector. The inspector has taken a sample of the product in the tank and checked it. If the product meets requirements the Inspector sends an approval by fax to the OTH scheduler. The scheduler than prints an open gauge and calls operations to give a go ahead for loading. The OTH operator receives the go ahead and enters the figures into the computer. Than the OTH operator can start loading the railcar. When the loading is finished the OTH operator calls the OTH scheduler for a
“finished loading”. When OTH traffic receives the “finished loading” the OTH scheduler prints the “close gauge” and the “tank measurement”. The OTH operator fills in the worksheet and takes a sample out of the railcar. After this the OTH operator removes the loading preparations and seals the railcar.
The OTH operator than undoes the stripping preparations and fills in the second part of the checklist. If the checklist meets requirements the operator brings the worksheet and the checklist to the OTH traffic department. If the checklist is does not meet requirements the OTH operator has to complete the forgotten subject and fill in the checklist again afterwards.
The OTH scheduler receives the worksheet and the checklist and enters the data of the worksheet into the computer. After this the OTH scheduler creates a BOL and faxes the BOL to Shell Oil and to the BNSF. The OTH scheduler books the order and creates a return and routing sheet and a pull sheet.
The Shell Oil administrator receives and prints it out the BOL and checks the data. If the data are correct the Shell Oil administrator enters the data into the computer and faxes the BOL to the customer. If the data are not correct the Shell Oil administrator calls the OTH
scheduler to correct the BOL. If this is the case the OTH scheduler receives the call and corrects the BOL. The OTH scheduler rebooks the order and faxes the corrected BOL to the BNSF and Shell Oil.
The OTH scheduler faxes the already created pull sheet and return and routing sheet to the PTRA. The PTRA receives the sheets and pulls the railcars to the PTRA yard and to the BNSF yard. The BNSF than brings the railcars all the way to the customer. During the shipment the Shell Oil scheduler monitors the railcars. When the railcars have arrived the customer unloads the railcar. The BNSF picks up the empty railcars and ships the railcars to the BNSF yard. During this shipment the BNSF sends once a day a list of the positions and all the directions of the railcar. During this last part of the shipment the Shell Oil scheduler and the OTH scheduler monitor the railcars. When the BNSF has brought in the railcars to their yard the PTRA comes in and brings the railcars to the PTRA yard. During this the PTRA sends a list of cars to the OTH scheduler. The OTH scheduler receives the list of empty cars which are waiting at the PTRA yard to be loaded.
At this point the process map continues at F. by R. page 1. In this description the process continues at the start of the description at the previous page.
Picture 6.2 The Fuel by Rail process map Improvement Fuel by Rail process map PG 1 Improvement
Inspector OTH
Operations OTH
Traffic PTRA
Shell Oil BNSF
Customer
start
Create Spot sheet
Fax Spot sheet to PTRA Recieve
Spot sheet
Bring in railcars
Spots the railcar
Fax pre- BOL to
BNSF Receive
pre-BOL
Inspector checks product
Product OK?
yes F.by R.
pg 4
Fax
Prepare for stripping
railcar Fax orders
to Shell Oil
Recieve orders Receive
orders EDI orders
to OTH
F.by R.
pg 2 Scan railcars
Strip railcar
no yes
Fax Repaire
ment ?
Railcar ok no
Call operations
go ahead
Fax approval to OTH traffic Inspect
railcar
Prepare for loading
Receive go ahead Receive
approval
Call OTH Traffic
yes
Repair Railcar Receive
call
<Fuel by Rail process map pg. 2 Improvement >
Inspector OTH
Operations OTH
Traffic PTRA
Shell Oil BNSF
Customer
F.by R.
pg 1
Take sample
Load railcar
F by R pg.3 Book the
order
no
Receive actual BOL
Fax/EDI BOL Shell/
BNSF Receive
BOL
Check BOL
yes no
Receive Call
Undo preparation
stripping
BOL ok?
Remove loading preparation
Call OTH to correct BOL
Seal railcar
Complete forgotten subject Check- list ok?
Correct BOL
Fill in checklist
(2) (CL) Scan Seals
railcar
Yes
Call traffic finished loading Receive
finished loading
Receive actual BOL
Rebook order Fax BOL
to customer
Fax pull sheet to PTRA Receive
pull sheet
<Fuel by Rail process map pg. 3 Improvement >
Inspector OTH
Operations OTH
Traffic PTRA
Shell Oil BNSF
Customer
F by R pg 2
Receive PTRA list
of cars Fax return and routing to PTRA
Control shipment Ship the
railcar
Receive BNSF list Pick up
car at customer
Archive all forms
F.by R.
pg. 1 Fax PTRA
list of cars Email/fax
BNSF list
Receive BNSF list Controlling
shipment
bring cars into the BNSF yard
Controlling shipment
Control Shipment Receive
BNSF list Unload the
car
Bring cars into PTRA
yard Pull cars to
the PTRA yard Receive return and
routing
Bring car to customer
Controlling shipment
Pull car to the BNSF
yard
