REPORT NO. DOT-TSC-OST-75-42
AN ESTIMATION OF RIVER TOWBOAT
AIR POLLUTION IN SAINT LOUIS, MISSOURI
Joseph C. Sturm
FEBRUARY 1976
FINAL REPORT
DOCUMENT IS AVAILABLE TO THE PUBLIC
THROUGH THE NATIONAL TECHNICAL
INFORMATION SERVICE, SPRINGFIELD
VIRGINIA 22161
Prepared for
U,S, DEPARTMENT OF TRANSPORTATION
OFFICE OF THE SECRETARY
Office of the Assistant Secretary for Systems
Development and Technology
Office of Systems Engineering
Washington DC 20590
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NOTICE
This document is disseminated under the sponsorship
of the Department of Transportation in the interest
of information exchange. The United States Govern-
ment assumes no liability for its contents or use
thereof.
NOTICE
The United States Government does not endorse pro-
ducts or manufacturers. Trade or manufacturers'
names appear herein solely because they are con-
sidered essential to the object of this report.
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TECHNICAL REPORT STANDARD TITLE PACE
1. Report No. 2. Government Accession Ne.
DOT-TSC-0 ST-7 5-4 2
4. Till* and SubtltU
AN ESTIMATION OF RIVER TOWBOAT AIR POLLUTION
IN SAINT LOUIS, MISSOURI
7. Author' •)
Joseph C. Sturm
9. Performing Organization Nam* and Address
U.S. Department of Transportation
Transportation Systems Center
Kendall Square
Cambridge MA 02142
12. Sponsoring Agency Nome and Address
U.S. Department of Transportation
Office of the Secretary
Office of the Asst. Sec. for Sys. Dev. and Tech.
Office of Systems Engineering
Washington DC 20590
3. Recipient's Catalog No.
5. Report Date
February 1976
6. Performing Orgonitotion Code
8. Performing Organization Report No.
DOT-TSC-OST-75-42
10. Work Unit No.
OS622/R6501
11. Contract or Grant No.
13. Type of Report and Period Covered
Final Report
July 1974 - February 1975
14. Sponsoring Ag«ncy Cod*
15. Supplementary Notes
16. Abstract
This study gives an estimate of river towboat air pollution emissions for
the St. Louis Air Pollution Study area. No emissions from secondary sources or
from recreational boating on the river of other areas are considered. The
emission estimate is based primarily on river traffic data taken by the Corps of
Engineers at Lock 27 near St. Louis and on exhaust emission factors of similar
engines of the Coast Guard fleet and railroad locomotives.
The emissions are given for each grid of the Environmental Protection
Agency (EPA) St. Louis Grid Plan so that these results can be utilized for the
St. Louis Regional Air Pollution Study.
The total annual emissions in the SLAPS region from towboats operating on
the 135 miles of the Mississippi river and the 95 miles on the Missouri river are
estimated to be:
Oxides of nitrogen
Total hydrocarbons
Carbon Monoxide
Oxides of sulfur
Particulates
3,297 tons/year
939 " "
2,101 " "
462 "
198 " "
17. Key Words
Exhaust Emissions
Air Pollution
River Towboats
St. Louis Regional Air Pollution Study
18. Distribution Statement
DOCUMENT IS AVAILABLE TO THE PUBLIC
THROUGH THE NATIONAL TECHNICAL
INFORMATION SERVICE, SPRINGFIELD
VIRGINIA 22161
19. Security Classif. (of this report)
Unclassified
20. Security Cloisif. (of this page)
Unclassified
21. No. of Pages
64
22. Price
Form DOT F 1700.7
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PREFACE
This report presents the methodology for, and results of,
estimating river towboat air pollution emissions for the St. Louis
Air Pollution Study. The study was conducted as part of the Tech-
nology for Environmental Analysis Project (PPA-OS-522) by the DOT
Environmental Measurements Branch, Transportation Systems Center,
for the Energy and Environment Division, Office of the Secretary
of Transportation.
The St. Louis Air Pollution Study (SLAPS) is composed of
several individual studies exploring the relationships between the
urban complex and air quality. These studies are investigating
the sources of air pollution, the transport and transformation of
air pollutants, and the effects of air pollution upon receptors.
This report is a revision of an earlier draft. It includes
the following changes:
a) The revised EPA St. Louis Air Pollution Study grid layout
is used.
b) Vessel emissions are given for the complete SLAPS area,
including the Missouri River. The extended coverage plus
the grid revisions have resulted in an increase of grid
elements with vessel traffic, from 47 in the draft report,
to 131.
c) Additional river traffic volume data from the Corps of
Engineers for a week in January and one in April, 1974
have been used to improve the traffic data base.
d) A revised methodology estimates river traffic character-
istics on the basis of a simple origin/destination
analysis.
e) A simplified explanation of the methodology is given.
The results of this study are estimates of towboat exhaust
emissions, and thus must be treated as approximations. However,
variations in daily traffic volume are not large, and the emissions
111
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estimates are considered representative of daily river towboat
emissions. Reduced emissions occur under exceptional conditions,
when river operations are severely curtailed (during periods of
extreme flooding or icing, blockage of navigation, work stoppage,
and so on).
The author gratefully acknowledges the assistance of Mr.
Lambert Buckhold, Navigation Branch, U.S. Army Corps of
Engineers, St. Louis, who provided the vessel traffic information;
Lt. Wilburn Elkins, Marine Inspection Office, 2nd District, U.S.
Coast Guard; Mr. J.B. King, Chief, Construction-Operations Divi-
sion, U.S. Army Corps of Engineers, Omaha; and Mr. James Swift,
Business Manager, Waterways Journal, St. Louis. The author also
acknowledges the assistance provided by Russel R. Waesche, DOT
Secretarial Representative, Region VII, and his staff; Ms. Dianne
Soble, HUD Area Office, St. Louis,and the TSC staff members con-
ducting the U.S. Coast Guard Vessel Emissions Monitoring and
Control Project. The author is also grateful for the many hours
of effort by Mr. David A. Knapton, Mr. Frank D. Lonergan, Mr.
Robert Murphy, Mrs. Virginia Christiansen, and Mr. Paul R. Phaneuf,
Raytheon Service Company.
IV
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TABLE OF CONTENTS
Section Page
1. INTRODUCTION 1-1
1.1 Objective 1-1
1.2 Scope 1-1
1.3 Limitation of Results 1-3
2. RIVER TRAFFIC - ST. LOUIS, MISSOURI 2-1
2.1 Historical Perspective 2-1
2.2 St. Louis - Present 2-2
3. EMISSIONS ASSESSMENT 3-1
3.1 Methodology 3-1
3. 2 River Traffic 3-3
3.2.1 Daily Mississippi Towboat Traffic 3-3
3.2.2 Towboat Route and Horsepower Size
Distribution at Lock 27 3-4
3.2.3 Traffic Below St. Louis 3-6
3.2.4 Missouri River Traffic 3-8
3.2.5 Port Area Traffic 3-8
3.2.6 Passage through Locks 26 and 27 3-9
3.2.7 Towboat Speeds and Throttle Settings 3-11
3.2.8 Temporal Distribution of Traffic 3-12
3.2.8.1 Daily and Monthly 3-12
3.2.8.2 Hourly 3-13
3.2.9 Summary of River Traffic Data Used for
Emissions Calculations 3-13
3.3 Emission Factors 3-13
4. EMISSIONS CALCULATIONS 4-1
5. SUMMARY AND CONCLUSIONS 5-1
5.1 DataBase 5-1
S.2 Results 5-1
6 . REFERENCES 6-1
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LIST OF ILLUSTRATIONS
St. Louis Air Pollution Study Area 1-2
3-1 St. Louis Area River Vessel Traffic
Estimates 3-7
3-2 Horsepower Times Number of Engines in
Statistical Sample 3-16
VI
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LIST OF TABLES
Table
3-1. SUMMARY OF TRAFFIC, LOCK 27, MISSISSIPPI RIVER 3-4
3-2. MAJOR ROUTES OF TOWBOATS THROUGH LOCK 27 SEPTEMBER
1973 (4 DAYS) AND APRIL 1974 (6 DAYS) 3-5
3-3. ALLOCATION OF SWITCHING BOAT HP-HR TO GRID AREAS 3-10
3-4. TOWBOAT PASSAGE THROUGH LOCKS IN SLAPS REGION 3-11
3-5. THROTTLE SETTING VALUES ON THE UPPER MISSISSIPPI RIVER
SYSTEM 3-12
3-6. SLAPS TOWBOAT TRAFFIC CHARACTERISTICS 3-14
3-7. EMISSION FACTORS (CO, NOX AND THC) FOR THE MOST
PROMINENT GM ENGINES (851 OF FULL POWER) 3-18
3-8. EMISSIONS FACTORS (CO, NOX AND THC) FOR THE MOST
PROMINENT GM ENGINES (50% OF FULL POWER) 3-19
3-9. COMPOSITE EMISSIONS FACTORS (CO, NOX AND THC) 3-20
3-10. EMISSIONS FACTORS FOR SOX AND PARTICULATES 3-21
3-11. EMISSIONS FACTORS AT IDLE 3-22
4-1. EMISSIONS CALCULATION OUTLINE 4-2
4-2. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY), MISSOURI
RIVER (HERMANN TO MISSISSIPPI RIVER - SECTION 1) 4-3
4-3. TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY), MISSOURI
RIVER (HERMANN TO MISSISSIPPI RIVER - SECTION 1) 4-4
4-4. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY) MISSISSIPPI
RIVER (ALTON TO CHAIN-OF-ROCKS CANAL - SECTION 4) 4-5
4-5. TOWBOAT EMISSIONS (GRAMS PER'GRID PER DAY), MISSISSIPPI
RIVER (ALTON TO CHAIN-OF-ROCKS CANAL - SECTION 4;
ILLINOIS RIVER TO ALTON - SECTION 3; PERUQUE ISLAND
TO ILLINOIS RIVER - SECTION 2) 4-6
VII
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LIST OF TABLES (CONTINUED)
Table Page
4-6. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY), MISSISSIPPI
RIVER (CHAIN-OF-ROCKS CANAL TO LOCK 27 LOCALE E -
SECTION 5) 4-7
4-7. TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY), MISSISSIPPI
RIVER (CHAIN-OF-ROCKS CANAL TO LOCK 27 LOCALE E -
SECTION 5) 4-8
4-8. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY), MISSISSIPPI
RIVER (CHAIN-OF-ROCKS CANAL TO MONSANTO - SECTION 7).. 4-9
4-9. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY), MISSISSIPPI
RIVER (CHAIN-OF-ROCKS CANAL TO MONSANTO - SECTION 7).. 4-10
4-10. TOTAL EMISSIONS FOR SWITCH BOATS GRAMS PER GRID PER
DAY 4-11
4-11. TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY) MISSISSIPPI
RIVER - ST. LOUIS PORT AREA, NORTH (CHAIN-OF-ROCKS
CANAL TO MONSANTO - SECTION 7) 4-12
4-12. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY), MISSISSIPPI
RIVER (MONSANTO TO SUGAR LOAF - SECTION 8) 4-13
4-13. TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY), MISSISSIPPI
RIVER (MONSANTO TO SUGAR LOAF - SECTION 8) 4-14
4-14. TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY), MISSISSIPPI
RIVER - ST. LOUIS PORT AREA. SOUTH (MONSANTO TO SUGAR
LOAF - SECTION 8) 4-15
4-15. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY), MISSISSIPPI
RIVER (SUGAR LOAF TO ROCKWOOD ISLAND - SECTION 9) 4-16
4-16. TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY) MISSISSIPPI
RIVER (SUGAR ROCKWOOD ISLAND - SECTION 9) 4-17
4-17. TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY) FOR
LOCK 26 - SECTION 10, AND LOCK 27 - SECTION 6,
ENGINES AT IDLE 4-18
4-18. RIVER VESSEL EMISSIONS IN ST. LOUIS AIR POLLUTION STUDY
REGION, BY ZONE 4-19
5-1. RIVER VESSEL EMISSIONS (GRAMS PER RIVER MILE PER DAY). 5-3
5-2. ANNUAL EMISSIONS FOR ST. LOUIS AIR QUALITY CONTROL
REGION (#70) 5-3
viii
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1, INTRODUCTION
1.1 OBJECTIVE
This report describes a method for estimating river towboat
air pollution and it presents the estimates of air pollution
emissions from river towboats operating in the region of St. Louis,
Missouri. These emissions include: carbon monoxide (CO), oxides
of nitrogen (NO ), total hydrocarbon (THC), oxides of sulfur
(SOV) , and particulates (Part). The emissions estimate will be
A.
used by participants of the St. Louis Air Pollution Study (SLAPS).
1.2 SCOPE
This study is limited to primary air pollutants emitted from
river towboat diesel engines. Emissions originating from ship
electrical-service generating units, cargo, loading and unloading
activities, and fueling and maintenance operations are not in-
cluded . *
The emissions are estimated for river towboats operating on
the waterways within the SLAPS region. This area includes the
Mississippi River, from Mile 100 below St. Louis to Mile 235**
above St. Louis; and the Missouri River from the confluence of the
Mississippi River to near Mile 95. This area is shown in Figure
1-1.
The method used consists of estimating river traffic and propul-
sion engine characteristics from limited statistical information on
river traffic and from observations by Coast Guard and Army Corps of
Secondary emissions are probably rather small, as compared to
the exhaust emission. For example, ship electrical service
generating units have a maximum rating that is approximately three
percent of the propulsion unit and they are normally operated well
below capacity.
**
River miles given here are based on Corps of Engineers river
distance measured above the mouth of the Ohio River. The Gateway
Arch in St. Louis is located near Mile 180.
1-1
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ILLINOIS RIVER
I
RIVER MILE
100
Figure 1-1. St. Louis Air Pollution Study Area
1-2
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Engineers personnel familiar with river vessel operations. The
traffic volumes and engine types are then used to calculate emis-
sions, based on measurements of emissions factors for similar
diesel engines used on Coast Guard vessels and rail locomotives.
No emission testing of towboats was undertaken during this study.
The emissions are calculated and presented for the EPA St.
Louis grid plan.* This layout divides the 10 county area into
grids of 1, 2, 3, 4, 5, 6, and 10 km squares, depending upon the
level of expected air pollutant emissions.
1.3 LIMITATION OF RESULTS
Emissions estimates presented are made from the averages of
daily river traffic volume and towboat engine characteristics. The
volume of traffic is low and the range of vessel characteristics
is large, so that an estimate of hourly emission rates is not
practical; therefore, the emissions are expressed only as daily
estimations. No error estimate or sensitivity analysis was made,
as a greater level of effort would be required to establish the
distribution and accuracy of all the variables. While no verifica-
tion of the emissions inventory accuracy was possible, the estima-
tion is sufficiently accurate to determine the relative contribu-
tion of towboats to St. Louis air pollution and to serve as input
data for the urban atmospheric dispersion model under development
by the U.S. Environmental Protection Agency (EPA) for their
Regional Air Pollution Study (RAPS).
EPA, St. Louis Grid Square Coordinates, June, 1974,
1-3
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2, RIVER TRAFFIC - ST, LOUIS, MISSOURI
2.1 HISTORICAL PERSPECTIVE
The American river system has provided a vital right-of-way
for transportation. It contributed to the Western expansion of a
century ago and today continues to promote the economic well-being
of our nation.
In the early 19th century, keelboats were the primary mode of
river traffic. Transportation downstream was relatively easy; but
to move upstream, laborers had to walk the river bank, pulling the
boat with ropes while others aboard pushed with poles which
reached the river bottom. Although steam-powered towboats became
dominant around the time of the Civil War, freight movements were
still usually with the river flow. Not until the development of
propeller towboats, around World War I, was there significant bi-
directional freight traffic. In 1930, the diesel engine began
replacing the steam engine as the primary propulsion for towboats,
and by 1974 there were no steam-powered towboats on the Mississippi
River system.
Since the introduction of the diesel engine and the develop-
ment and improvement of existing waterways by the U.S. Army Corps
of Engineers, total ton mileage has increased from 9 billion in
1930 to 210 billion in 1970.
(1)*
The Mississippi River constitutes the major link for the 6,000
navigable miles of the Mississippi Valley's system of inland water-
ways. The river is navigable from Minneapolis, MN to New Orleans,
LA, a distance of 1,837 miles. St. Louis lies near the mid-point.
Above St. Louis are 28 locks and dams constructed by the U.S. Army
Corps of Engineers to aid navigation. Open waters lie south of St.
Louis and extend below New Orleans to the delta at the Gulf of
Mexico.
*
Numbers in parentheses refer to the references in Chapter 6,
2-1
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2.2 ST. LOUIS - PRESENT
The Port of Metropolitan St. Louis consists of 70 miles of
Mississippi River frontage between mile 138.8 and mile 208.8.
Included in this stretch are Lock 27 on the Chain-of-Rocks Canal,
a ten-mile canal built to bypass a low-water area approximately
6 miles above St. Louis, and Lock 26, further upstream near Alton,
111.
St. Louis is one of the busiest inland ports in the United
States. It serves as a major transfer point for both upstream and
downstream traffic on the Mississippi River System. However, port
freight volume has increased only about 10 percent since 1960 while
other port cities along the Mississippi have sometimes doubled or
tripled their freight volume over that same period.^ '
St. Louis is still the third largest port on the river and the
river itself in the St. Louis area handles approximately 50,000,000
tons per year in terminal and thru traffic. This freight volume
generates a significant amount of river traffic.
The vessel traffic in the St. Louis area consists of long-
distance transit tows, originating and terminating long-distance
tows, intra-port traffic, switcher boat fleeting operations (making
and breaking tows) and the operations in passing through Lock 26 to
Lock 27. Approximately 50 barges are either loaded or unloaded per
day and about 700-800 barges are handled each day in making and
braking tows in the St. Louis port area. *• '
Tows vary in size from one to as many as fifty or sixty
barges. A typical tow is about 1,000 ft. long. Tows above the
St. Louis area are restricted by the Army Corps of Engineers to
17 barges. The lock width restrictions dictate that tows be
split into smaller tows with a minimum size of two barges in width
by six barges in length. Below St. Louis, tows are generally
larger. Typical tows are usually five barges in length by six
barges in width.
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Towboat engines range in size from around 100 hp to over
10,000 hp. Towboats with engine sizes under 500 hp have proved
inefficient for transporting barges over large distances and are
generally utilized in the immediate port vicinity for preparation
of larger tows. Engine sizes substantially over 10,000 hp are
unlikely in the near future, since engines in 7,000-9,000 hp range
can handle as large a tow as is possible to maneuver on the
Mississippi with present navigation technology. *• -*
2-3
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3, EMISSIONS ASSESSMENT
3.1 METHODOLOGY
The air pollutants emitted by river vessel propulsion systems
are calculated by the following expression:
Emissions = Horsepower-Hours x Emission Factor
where:
Emissions (grams per day per grid element)
Horsepower-Hours (Number of towboats per grid per day) x
(average HP x average throttle position) x
(grid distance/average speed)
Emission Factors (grams per HP-hour for carbon monoxide (CO),
oxides of nitrogen (NO ), total hydrocarbon
(THC), oxides of sulfur (SO ), and particu-
j\.
lates (Part)).
River traffic data (the number of towboats and engine horse-
power, average throttle settings and average speeds) are estimated
in Section 3.2. The selection of emission factors is presented in
Section 3.3. In Section 4, the emissions are calculated by grid
and in Section 5 per mile of navigable waterway in the SLAPS
region.
The following methodology was used to determine river vessel
exhaust emissions.
Step 1 - River Vessel Traffic Characteristics
Examine available statistical data and qualitative
information on river traffic in order to divide the
river and traffic into zones, where, within each
zone, traffic characteristics can be assumed to be
uniform. (Sections 3.2.1 and 3.2.2)
Step 2 - EPA Grid Locations and Travel Distance for each Grid
Draw grids on U.S. Geological Survey Maps using the
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Universal Transverse Mercator (UTM) system coordin-
ates specified by EPA. Vessel travel distances for
each grid are then measured along the river center.
Step3 - Determine River Traffic Volume Counts
Determine average traffic flow for the assumed types
of traffic and zones determined in Step 1. (Sections
3.2.2, 3.2.3, 3.2.4, 3.2.5, 3.2.6)
Step 4 - River Vessel Horsepower
Determine average river vessel engine horsepower
for the assumed traffic and zones. (Sections 3.2.2,
3.2.3, 3.2.4, 3.2.5)
Step 5 - Vessel Average Engine Duty Cycle
Determine average river engine throttle setting and
times of operation (utilization factors) based on
estimates made by the Corps of Engineers, for up-
bound and downbound traffic and switcher boats.
(Sections 3.2.5, 3.2.6, 3.2.7)
Step 6 - Vessel Average Speeds
Determine vessel speeds, upbound and downbound, for
the various zones of operations based on estimates
made by the Corps of Engineers. (Section 3.2.7)
Step 7 - Vessel Horsepower-Hours Per Grid Per Day
Calculate river vessel horsepower-hours per grid
per day by the expression;
Horsepower-Hours = (Number of towboats per grid per
day) x (average HP x average
throttle) x (grid distance/
average speed)
Step 8 - Emission Factors
Identify river vessel engine types by manufacturer
and model representative of the towboat population.
3-2
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Determine emission factors for engines identified
for the proper horsepower utilization factor. In-
corporate a frequency weighting factor for each
engine to determine the average emission factor for
the pollutants CO, NO THC, SO and particulates.
A A
These emission factors are in grams per brake horse-
power-hour. (Section 3.3)
Step 9 - Emissions
Calculate the river vessel exhaust emissions by the
equation:
Emissions = Horsepower-Hours x Emission Factor where
emissions are in grams per day per grid
element. The emissions are calculated
separately for upbound and downbound;
through and local traffic and for the
switcher boats in the terminal areas.
Step 10 - Yearly Distribution
Determine the estimated distribution of river
traffic over the year so that the emissions calcu-
lated in Step 9 may be adjusted for time of year.
3.2 RIVER TRAFFIC
3.2.1 Daily Mississippi Towboat Traffic
Towboat operation in the SLAPS area is estimated by analyzing
a combination of (1) vessel traffic records collected by the St.
Louis Corps of Engineers at Lock 27, (2) estimates (by the Coast
Guard and the Corps of Engineers personnel at St. Louis and at
Omaha) of river traffic characteristics, and (3) from aggregate
statistics of waterborne commerce issued by the Corps of Engineers
at New Orleans.
The only actual count of river towboat activity is that taken at
Lock 27. No other traffic records are taken at any other location
in the SLAPS region. Passage through Lock 27 is recorded by the
3-3
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Corps of Engineers* and includes towboat name and owner, horsepower,
direction of travel, origin and destination, number of barges and
cargo tonnage, and times of passage through the lock. For this
study, lock traffic for four periods is used and is summarized in
Table 3-1.
TABLE 3-1 SUMMARY OF TRAFFIC, LOCK 27, MISSISSIPPI RIVER
Month/Year
August, 1973
Sept. , 1973
Jan. , 1974
April, 1974
Average
No. of
Days
4
4
5
6
No. of Towboats/Day
36, 29, 37, 33
30, 34, 33, 24
29, 27, 33, 34, 32
35, 31, 29, 28, 42, 38
Daily
Average
33.8
30.2
31.0
33.8
32.2
Average
HP
1958
2256
2536
2483
2336
A value of 32 towboats** per day through Lock 27 is
selected for the average river traffic above St. Louis.***
3.2.2 Towboat Route and Horsepower Size Distribution at Lock 27
The averages of traffic and horsepower in Table 3-1 were con-
sidered insufficiently disaggregated for estimating emissions.
Therefore, traffic through the Lock was divided by origin and
destination to provide some indication of traffic volume and
U.S. Army Corps of Engineers, St. Louis, Missouri, Form Number
68.
This does not include towboat activity at the docks and termin-
als making and breaking tows, see Sections 3.2.3, 3.2.4, 3.2.5.
A & &
The "center" of the port is assumed to be that location on the
river where half the dock facilities are above that point and
half the docks are below midpoint is called "above" St. Louis
and downstream from the midpoint is called "below" St. Louis.
3-4
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towboat horsepower characteristics on the various segments of the
Mississippi River and its navigable tributaries. The traffic
route and horsepower distribution for the September and April ob-
servation periods (total 10 days, 320 towboats) given in Table 3-2
TABLE 3-2. MAJOR ROUTES OF TOWBOATS THROUGH LOCK 27
SEPTEMBER 1973 (4 DAYS) AND APRIL 1974
(6 DAYS)
Location of
Upper Port
Missouri
Mississippi R.
Illinois R.
Alton area
Missouri R.
Mississippi R.
Illinois R.
Alton area
Location of
Lower Port
Below St. Louis
Below St. Louis
Below St. Louis
Below St. Louis
St. Louis
St. Louis
St. Louis
St. Louis
Percent Two-T"ay
Traffic
through Lock 27
1
12
20
9
2
17
8
31
100
Avg. HP
2667
3447
3747
2410
3000
2481
2314
1191
Examination of the towboat "horsepower distribution" for the
ten day sample indicated: (1) 1000-2000 HP class towboats are in
considerable use in the St. Louis/Alton area; (2) through traffic
consists of many sizes of towboats (3200 HP is the most frequent
size; some are in the 5000-7000 HP range); and (3) smaller towboats
of less than 2000 HP are generally used for moving small tows to
the Ohio River or short distances below the St. Louis SLAPS region.
The analysis also showed that the average size of towboats was
smaller above St. Louis than below.
In addition to the Mississippi River System traffic above St.
Louis, there are additional distinct segments of river traffic
activity not shown in the Lock 27 data. These are: (1) traffic
3-5
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below St. Louis; (2) Missouri River traffic; (3) St. Louis port
activity associated with barge terminals; and (4) activity
associated with Lock 26 and 27. For making the emissions calcula-
tions, a traffic flow split was established on the basis of the
distribution shown in Table 3-2 and on the contribution of traffic
from other activity described below. The traffic flow is shown
in Figure 3-1.
3.2.3 Traffic Below St. Louis
The greatest uncertainty in estimating river vessel emissions
is that portion contributed by towboats below St. Louis which do
not go through Lock 27. Since Lock 27 is the only point in the
SLAPS region where river traffic is counted, the river traffic
which stays either above or below the Lock is not counted. As
most of the St. Louis port activity is below the Lock, the assump-
tion was made that little traffic stayed above the Lock 27 and
therefore the emissions for such traffic could be neglected.
Traffic below Lock 27 consists of: (1) traffic between ports
above the lock and the port area, (2) local switcher boat activity,
(3) traffic between ports above the lock and below St. Louis and
(4) traffic on the lower Mississippi which either originates or
terminates below Lock 27. Of these four categories, the vessels
which go through the lock are counted and averaged for this calcu-
lation and the port activity is based upon Coast Guard estimates.
The Corps of Engineers annual inland waterway statistical
summary^ ' indicates that the annual number of towboats on the
Mississippi River below St. Louis averages 20 vessels per day. For
our calculations, we have assumed that 24 vessels per day use the
Mississippi below St. Louis. The routes of sixteen of these in-
clude passage through Lock 27 and are counted. An additional
eight are assumed to either start or end their journeys below Lock
27. This is only half the number observed that either start or
end their journeys below Lock 27 and whose trips are above St.
Louis. The tows below St. Louis are normally larger than those
going above St. Louis, and below the city there is likely to be no
3-6
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ILLINOIS R.
ALTON, WOOD RIVER
CHAIN OF ROCKS
CANAL
Figure 3-1. St. Louis Area River Vessel Traffic Estimates
(Numbers Refer to Vessels Per Day)
3-7
-------
concentration of inter port activity similar to that between the
city and the Alton area. Therefore, a smaller number of tows but
of average larger size is assumed below St. Louis.*
3.2.4 Missouri River Traffic
Traffic information on the Missouri River was provided by the
Corps of Engineers at Omaha. They estimated that during the
navigation season approximately 3 tows per day (total, both direc-
tions) are on the lower end of the Missouri River.** For this esti-
mate 1-1/2 tows, each direction per day were used. Speeds esti-
mated by the Coast Guard are 6 mph upbound and 10 mph downbound.
Average horsepower from Omaha Corps of Engineers information was
2400 HP.
3.2.5 Port Area Traffic
In the St. Louis port area, switcher boats are responsible
for "spotting" barges when making and breaking tows and moving
barges to docks and yards.
Estimates of port area activity from the U.S. Coast Guard
Office in St. Louis was that 15 towboats operating as switcher
boats were within the port area. Since this was the only informa-
tion available, switcher boat traffic density was assumed to be 15
vessels per day in the port area.
A check on the traffic estimate is given by estimating the number
of barges handled per day in the St. Louis area (see Figure 3-1).
The traffic estimate check consists of calculating total barges
for: (1) 16 tows/day between St. Louis and the upper Mississippi
River System (18 barges/tow), (2) 10 tows/day originating or
terminating in the Alton area (18 barges/tow), (3) 8 tows/day
between St. Louis and the lower reaches of the Mississippi River
(30 barges/tow). This calculation shows 708 barges per day
handled in the St. Louis port area. This total number of barges
is in agreement with that indicated by Kearney (3), who estimated
50 barges loaded and unloaded per day and 700-800 barges handled
in making and breaking tows per day.
**
See Section 3.2.8.1 for monthly variation.
3-!
-------
Switcher boats operate part of the day with their engines at
idle because of the nature of their operations; therefore, the
following duty cycle was assumed:
1/2 of the operating period at idle
1/2 of the operating period at 50 percent power setting.
The duty cycle was assumed to be applicable for all switcher boats
in the port area, and that the duty cycle for switcher boats was 8
hours for a normal working day.
Switcher boat engines usually range from 300 to 500 horse-
power. An average of 400 hp was used for this analysis. There-
fore, the 15 port area switcher boats contribute an estimated
12,000 hp-hr daily.
The distribution of port activity was determined from an Army
Corps of Engineers' publication listing Mississippi River terminals,
docks, mooring locations and warehouses which located the terminals
and docking areas within each grid element. ' Table 3-3 cites
those grids (Column 1) and gives the number of terminals within
that grid (Column 2). Column 3 lists the weighting factors arrived
at by dividing the number of terminals within each grid element by
the 67 total number of terminals. Column 4 gives horsepower-hours
contributed by switcher boats to each grid.
3.2.6 Passage through Locks 26 and 27
River traffic on the Mississippi River must traverse two locks
in the SLAPS region, Lock 26 at Alton and Lock 27 on the Chain-of-
Rocks Canal. Frequently the tow must be broken into two segments
before entering the lock and additional time is required for re-
assembling it. Corps of Engineers personnel estimate an average
combined time of delay while waiting to enter the locks, possibly
breaking the tow, lock passage, and re-making the tow at three
hours for Lock 27 and five hours for Lock 26. The emissions for
each lock are calculated on the basis of the waiting periods
(engines at idle) without consideration for short periods of
propulsion used in positioning the tows and traversing the locks.
The lock traffic data are shown in Table 3-4.
3-9
-------
TABLE 3-3. ALLOCATION OF SWITCHING BOAT HP-HR TO GRID AREAS
(1)
GRID #
1010
1073
1072
1069
1038
1032
1031
1030
999
998
955
924
849
848
847
815
Total
(2)
*
NO. OF
TERMINALS1-0-1
5
4
6
4
2
4
4
5
4
6
8
3
2
3
4
3
67
(3)
WEIGHTING
FACTORS
.08
.06
.08
.06
.03
.06
.06
.08
.06
.09
.12
.04
.03
.04
.06
.04
.99*
(4)
HP-HR*
PER GRID
960
720
960
720
360
720
720
960
720
1,080
1,440
480
360
480
720
480
11,880**
*as * of 12,000 hp-hr.
**
1% due to rounding = 120 hp-hr.
3-10
-------
TABLE 3-4. TOWBOAT PASSAGE THROUGH LOCKS IN SLAPS REGION
Lock
26
27
Grid used for Wait
Upbound
1019
1078
Downbound
1048
1010
Wait
Time
(hrs)
5
3
Towboats (both
directions)
and HP
22 (2900 HP)
22 (2900 HP)
and
10 (1200 HP)
3.2.7 Towboat Speedj and Throttle Settings
Towboat speeds are influenced primarily by the river current
and difficulty of navigation. For this study the river system is
broken into three zones of different speed operation:
1. Chain-of- Rocks Canal,
2. Missouri River,
3. Mississippi River.
The Chain-of-Rocks Canal is essentially a constant level pool
with no current. Narrowness of the waterway restricts speeds to
5-7 mph. Six mph was used for our calculations. Towboat speeds
on the Missouri River are 6 mph upbound and 10 mph downbound.
These speeds were suggested by the St. Louis Coast Guard Office.
The Mississippi River towboat speeds used are 5 mph upbound
and 10 mph downbound. This is the average speed indicated by the
American Waterways Operators, Inc. for traffic between St. Louis
and New Orleans.
Average horsepower utilization factors (throttle settings)
were obtained from personnel of the U.S. Coast Guard Marine In-
spection Office in St. Louis. Their estimates were based on
personal experience and information obtained from the towboat
industry. Throttle settings used in this study are shown in Table
3-5.
3-11
-------
TABLE 3-5. THROTTLE SETTING VALUES ON THE UPPER
MISSISSIPPI RIVER SYSTEM(4)
Waterway Segment
Mississippi River (exclusive of Chain-of -
Rocks Canal)
Missouri River
Chain-of -Rocks Canal
Large Towboats
Small Towboats
Lock 26, 27
Port Area Activity
Throttle Setting*
Upbound 0.85
Downbound 0.50
Upbound 0.75
Downbound 0.50
Upbound 0.33
Downbound 0.33
Upbound 0.75
Downbound 0.75
Idle
Switcher boat
duty cycle (See
Section 3.2.5)
*
Idle throttle setting: 0
Full-power throttle setting: 1.00
3.2.8 Temporal Distribution of Traffic
3.2.8.1 Daily and Monthly - The traffic data acquired for this
study displayed little variation on a daily or monthly basis. From
other information sources, it is known that ice on the Missouri
River and on the upper reaches of the Mississippi curtail vessel
movements during the winter months. Likewise, periods of high
water, i.e., flooding, also reduce (if not completely stop) tow-
boat operations. The Illinois River and the Mississippi River
throughout the SLAPS region are normally open to river traffic all
year long. Short periods of cold weather may cause ice on the
f 0~\
Mississippi pool above Lock 26. J Stoppages in towboat operations
are infrequent and thus no emission reduction is assumed for this
area. The Missouri River is normally closed to navigation from
the beginning of December to the first of March. (The actual
dates are a function of the weather conditions.) Therefore,
3-12
-------
vessel emissions are considered to be zero for the Missouri River
from 1 December to 1 March each year.
3.2.8.2 Hourly - River vessel traffic cannot be estimated on an
hourly basis. Therefore, there can be no disaggregation of emis-
sion rates on an hourly time scale and have it remain meaningful.
Actual hourly emissions per grid range from zero (when no towboat
is in the grid) to as much as five times the hourly average based
on daily emission rates when a large towboat is traveling upbound.
3.2.9 Summary of River Traffic Data Used for Emissions Calculations
In Figure 3-1 values used for the river traffic data in calcu-
lating horsepower-hours are illustrated. Values of vessel traffic
and engine characteristics are shown in Table 3-6.
3.3 EMISSION FACTORS
As shown in section 3.1, towboat emissions are calculated by
taking the product of horsepower hours and emission factors, the
latter are expressed in mass of pollutant per horsepower-hour.
An emission factor is a statistical average, or a quantitative
estimate, of the rate at which a pollutant is emitted as a result
of a particular activity, divided by the level of that activity.
Emission factors are estimated by a variety of techniques, includ-
ing measurements of typical sources, process material balances and
engineering estimates. As such, they are not precise indicators of
single source emissions; they are more valid when estimating emis-
sions from an aggregation of sources. In addition, the accuracy of
emissions calculated by emission factors improves as the similarity
increases between the source used when establishing the emission
factors and the source (s) being estimated.
In this study, emission factors are based on measurements taken
of diesel engines used on both Coast Guard vessels and on railroad
locomotives. )'11'12-' The towboat prime movers are similar to
the engines of the Coast Guard fleet and locomotives. The two
variables used in determining the emission factors are:
3-13
-------
TABLE 3-6. SLAPS TOWBOAT TRAFFIC CHARACTERISTICS
SECTION
1
2
3
4
5
6
7
8
9
10
DESCRIPTION
Missouri R.
Mississippi R. above 111. R.
Mississippi R. 111. R. to Alton
Mississippi R. Alton to Canal
Mississippi R. Alton to Canal
Chain-of-Rocks Canal
Chain-of-Rocks Canal
Lock 27
Mississippi R. Canal to
Middle of Port
Mississippi R. Canal to
Middle of Port
Mississippi R. Middle of Port
to End of Port
Mississippi R. Below Port
Lock 26
ft
Up: upward-bound vessels.
DOWN: downward-bound vessels.
TYPE OF
TRAFFIC
Through
Through
Through
Through
Local
Through
Local
Through
Local
Through
Local
Switcher Boats
Through
Switcher Boats
Through
Through
END GRIDS
NORTH
4 (West)
141
394
1087
1087
1082
1082
1010
1010
1040
1040
1030
1234
998
1048
SOUTH
2302
242
1019
1233
1233
1079
1079
1078
1078
1030
1030
1030
815
815
1685
1019
NO. EACH
VESSLES
DIRECTION
1.5
7
11
11
5
11
5
11
5
11
5
15
12
15
12
11
AVG.
HP
2400
2900
2900
2900
1200
2900
1200
2900
1200
2900
1200
400
2900
400
2900
2900
THROTTLE SETTING
UP*
.75
.85
.85
.85
.85
.33
.75
Idle
Idle
.85
.85
Switcher
.85
Switcher
.85
Idle
DOWN*
.50
.50
.50
.50
.50
.33
.75
Idle
Idle
.50
.50
Boat Duty
.50
Boat Duty
.50
Idle
SPEED (mph)
UP* DOWN
6
5
5
5
5
6
6
5
5
Cycle
5
Cycle
5
10
10
10
10
10
6
6
10
10
10
10
-------
(1) manufacturer and type of engine, (2) the percentage of throttle
opening since emissions are non-linear with throttle load. Infor-
mation on towboat engine types was obtained from the Inland River
Records, ' which documents approximately 3500 river vessels. Data
available for each vessel include: vessel size and power plant
type and size, age, manufacturer and model type.
A simple random sample of 250 observations was taken (refer-
ence, 4). Essential information about each observation was docu-
mented for analysis; e.g., total engine horsepower, engine manu-
facturer, engine type, etc.
According to reference 4, the manufacturers of towboat diesel
engines are:
56 percent manufactured by General Motors Corporation (CMC)
21 percent by Caterpillar
6 percent by Cummins
5 percent by Superior
3 percent by Copper-Bessomer
The remaining 9 percent of the engines are manufactured by compa-
nies having less than 1 percent of the market.
Further analysis of the CMC data indicated that the three most
common types of CMC engines present in the sample were:
1. CMC 567
2. CMC 645
3. CMC 71 Series.
The emission factors for these three engine series were aggre-
gated to form composite emission factors. These three engine
types propel the majority of the towboat fleet and their emission
factor data are readily available. Figure 3-2 illustrates the
total horsepower of the three engine series for the established
sample; the figures were derived by multiplying the horsepower per
engine by the number of engines in the sample. GM engines were
3-15
-------
40,000
39,500
a,
ex
w
Z
w
30,000
20,000
10,000
33,000
22,000
GM71 GM567 GM645
SERIES
ENGINE MODEL
Figure 3-2. Horsepower Times Number of Engines in Statistical Sample*-4-1
3-16
-------
used exclusively because the GM engine represents over 75 percent
of the total horsepower in the statistical sample taken from The
Inland River Record.
Table 3-7 shows the data used to determine the emission fac-
tors for CO, NO , and THC for upward.bound towboats. The emission
Jv.
factors are for the three GM engines and are the values for 85
percent of full power which represent most of the upward-bound
traffic (see Table 3-6). Similarly Table 3-8 presents the data
used to determine the emission factors for CO, NO , and THC for
A.
downward-bound towboats, based on 50 percent of full power. The
final emissions for CO, NO , and THC for upward-bound and downward-
bound towboats are shown in Table 3-9.
Emission factors for SO and particulates were not available
J\.
from actual measurements as were the other primary pollutants.
f 121
Therefore, an EPA document was used which gives these emission
factors for heavy-duty truck and locomotive diesel engines. Since
towboat engines are essentially the same as truck and locomotive
engines, with slight modifications, these emission factors were
considered acceptable for this study. Factors of 1.4 grams per
horsepower-hour for SO and .6 grams per horsepower-hour for
particulates were derived from the calculations presented in
Table 3-10.
The emission factors for the upward-bound towboats are based on
85 percent of full power. They are assumed to be the same for the
towboats at 75 percent of full power (upward-bound on the Missouri
River and "local traffic" on the Chain-of-Rocks Canal). The emis-
sion factors for downward-bound towboats are based on 50 percent
of full power. They are assumed to be the same for those towboats
at 33 percent of full power (through traffic on the Chain-of-Rocks
Canal).
In actual measurements of exhaust emissions little difference
is noted between emissions in gm/hp-hr at 75 and 85 percent of full
power. Also, some measurements show little difference between 33
and 50 percent of full power. Therefore, while some error may be
introduced by using a single emission factor for upward-bound
3-17
-------
TABLE 3-7. EMISSION FACTORS (CO, NOX AND THC) FOR THE
MOST PROMINENT GM ENGINES (85% OF FULL POWER)
(IN GRAMS PER HORSEPOWER-HOUR)
ENGINE
EMISSION FACTORS
GM-645(9'10^
Avg. g/hp hr
GM-S67 (?)*
Avg. g/hp hr
*
GM-71 Series
Avg. g/hp hr
CO
2.1
2.4
2.5
3.5
2.6
NO
11
13
8
7
10
g/hp-hr
X
.8
.0
.2
.7
.1
THC
.6
.8
.6
.5
.6
3.2
3.8
.9
.9
2.2
11
11
8
8
10
.4
.7
.6
.4
.0
1.3
1.1
3.2
3.4
2.3
6.8
8.7
11.2
8.9
10
12
13
12
.7
.8
.5
.3
1.1
5.1
4.1
3.4
*Multiple data points.
3-18
-------
TABLE 3-8. EMISSIONS FACTORS (CO, NOX AND THC) FOR THE
MOST PROMINENT GM ENGINES (50% OF FULL POWER)
(IN GRAMS PER HORSEPOWER-HOUR)
ENGINE
EMISSION FACTORS
(7,8)*
GM-645
Avg. g/hp hr
(71 *
GM-567 L '
Avg. g/hp hr
GM-71 Series *
Avg. g/hp hr
CO
2.0
1,0
8.2
8.3
4.9
8.6
5.5
g/hp hr
NO
X
13.0
10.0
7 .6
7.3
7.5
6.8
8.7
THC
.7
.8
.4
.4
.4
.5
.5
1.9
1.8
1.3
1.6
8.1
5.0
6.1
6.4
4.5
4.1
4.1
4.2
2.6
3.0
6.8
4.2
10.5
12.1
14.1
12.2
2.8
5.7
4.2
4.2
*Multiple data points
3-19
-------
TABLE 3-9. COMPOSITE EMISSIONS FACTORS (CO, NOX AND THC)
tN)
o
AT 851 OF FULL POWER SETTING
ENGINE
GM71
Series
GMS67
GM645
I OF
TOTAL HP
23%
351
421
Emission Factors
g/hp-hr
CO N0x THC
8.9 12.3 3.4
2.2 10.0 2.3
2.6 10.1 .6
Weighted Emission
Factors
(g/hp-hr X %)
CO N0x THC
2.0 2.8 0.8
0.8 3.5 0.8
1.1 4.3 0.2
Composite Emission
Factors
g/hp-hr
CO 3.9
N0x 10.6
THC 1 . 8
AT 501 POWER SETTINGS
GM71
Series
GM567
GM645
23%
351
42%
4.2 12.2 4.2
1.7 6.4 4.2
5.5 8.7 0.5
1.0 3.0 1.0
0.6 2.2 1.5
2.3 3.7 0.2
CO 3.9
NO 8.9
THC 2 . 7
-------
TABLE 3-10. EMISSIONS FACTORS FOR SOX AND PARTICULATES
Emissions in Grains per HP Hour*
Diesel truck engine Locomotive engine
(GM-71 Series) (GM 567 and 645)
Part
SO
.3 g/hp hr
.7 g/hp hr
.6 g/hp hr
1.6 g/hp hr
Engine Types
GM-71 Series
GM567 § 645
Weighted Emission Factors - Particulates
\ of Total Emission Factors
231
771
.3 g/hp hr
.6 g/hp hr
Weighted Emission
_ Factors _
.1
.6g/hp hr
Engine Types
GM-71 Series
GM 567 § 645
Weighted Emission Factors - SO
of Total Emission Factors
231
77%
.7
1.6
Weighted Emission
Factors
.2
1.2
1.4 g/hp hr
Emission factors were presented in Ibs of pollutants per thousand
gallons of fuel in the reference source. Emission factors were
converted to grams per hp hour in keeping with the study metho-
dology by using the conversion factor 0.4 Ibs of fuel consumed
per horsepower-hour.
3-21
-------
traffic and a single emission factor for downward -bound traffic,
the uncertainty is less than for other factors and assumptions.
The horsepower-hour calculations are based on the actual estimated
percentages of engine loads to account for some of the possible
differences in emissions due to different loadings.
The emission rates in grams per hour for an engine at idle
are given in Table 3-11.
TABLE 3-11. EMISSIONS FACTORS AT
400-HP Diesel Engine
CO - 1560 grams/hour
NO.. - 95 grams/hour
535 grams/hour
27 grams/hour
Part - 13 grams/hour
x
THC
SO
3-22
-------
4, EMISSIONS CALCULATIONS
This section presents the emission estimates in tabular form.
Table 4-1 is an index of the tables showing the table numbers for
the various sections of waterway.
Tables 4-2 through 4-17 show the estimated river vessel horse-
power-hours and emissions. The emissions are given for CO, THC,
N0x, SO and particulates for each grid and are in units of grams
per day.
Table 4-18 summarizes the river vessel emissions for all the
sections of waterway and for the entire SLAPS area. The emissions
associated with the switcher boats at idle were calculated for a
400 hp GM-71 Series engine. This engine is considered representa-
tive of the total switcher boat population operating in the port
area. Emissions of the larger towboats at idle waiting at the locks
are taken in proportion to their horsepower and to the values shown
in Table 3-11.
4-1
-------
TABLE 4-1. EMISSIONS CALCULATION OUTLINE
SECTION
1
2
3
4
5
6
7
8
9
10
DESCRIPTION
Missouri R.
Upper Mississippi
to 111. R.
111. R. to Alton
111. R. to Chain-
of-Rocks C.
Chain-of -Rocks
Canal
Lock 27
St. Louis Port
Area - North
St. Louis Port
Area - South
Below Port Area
Lock 26
TOTAL SLAPS
TYPE OF
TRAFFIC
Through
Through
Through
Through
Local
Through
Local
Through
Local
Through
Local
Switcher Boats
TOTAL (ZONE 7)
Through
Switcher Boats
TOTAL (ZONE 8)
Through
Through
TABLE NO.
HP-
HOURS
4-2
4-4
4-4
4-4
4-4
4-6
4-6
3-4
3-4
4-8
4-8
3-3
4-12
3-3
4-15
3-4
EMISSIONS
4-3
4-5
4-5
4-5
4-5
4-7
4-7
4-17
4-17
4-9
4-9
4-10
4-11
4-13
4-10
4-14
4-16
4-17
4-18
4-2
-------
TABLE 4-2. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY),
MISSOURI RIVER
(HERMANN TO MISSISSIPPI RIVER - SECTION 1)
(2400 HP AVG., UPBOUND 6 mph, 0.75 FULL
POWER DOWNBOUND 10 mph, 0.50 FULL POWER,
MARCH 1 TO NOV. 30)
GRID
NO.
(42
GRIDS)
2,302
2,295
2,287
914
737
733
569
568
392
309
308
288
287
286
2,149
2,127
2,126
2,105
2,104
2,078
2,085
2,08^'
2,083
192
160
2,045
135
106
105
87
74
73
68
59
52
47
2,011
22
14
15
9
4
TOTALS
GRID
DIST.
(KM)
1.3
2.3
2.4
5.7
4.0
2.8
6.5
2.9
6.0
3.7
3.3
3.0
1.1
1.0
.4
1.9
1.985
.885
1.731
2.231
1.038
1.038
1.154
4.692
3.462
2.077
5.346
4.769
4.438
5.8
3.7
2.6
5.7
5.6
1.2
1.2
3.5
10.5
3.2
5.2
4.2
4.8
1411.348
GRID
DIST.
(MILES)
.807
1.428
1.490
3.540
2.484
1.739
4.037
1.801
3.726
2.298
2.049
1.863
.683
.621
.248
1.180
1.233
.550
1.075
1.385
.645
.(>45
.717
2.914
2.150
1.290
3.320
2.962
2.756
3.602
2.298
1.615
3.540
3.478
.745
.745
2.174
6.521
1.987
3.229
2.608
2.981
87.159
AVG.
, DAILY
VESSELS
UPBOUND
DOWN-
BOUND
1.5
i
\
1.
k
5
TIME
(HOURS)
UP-
BOUND
.135
.238
.248
.590
.414
.290
.673
.300
.621
.383
.342
.311
.114
.104
.041
.197
.206
.092
.179
.231
.108
.108
.120
.486
.358
.215
.553
.494
.459
.600
.383
.269
.590
.580
.124
.124
.362
1.087
.331
.538
.435
.497
HP-
HR
UPBOUND
364.5
642.6
669.6
159.3
1117.8
783.0
1817.1
810.0
1676.7
1034.1
923.4
839.7
307. d
280.8
110.7
531.9
556.2
248.4
483.3
623.7
291.6
291.6
324.0
1312.2
966.6
580.5
1493.1
1333.8
1239.3
1620.0
1034.1
726.3
1593.0
1566.0
334.8
334.8
977.4
2934.9
893.7
1452.6
1174.5
11341.9
TIME
(HOURS)
DOWN-
BOUND
.0807
.1428
.1490
.3540
.2484
.1739
.4037
.1801
.3726
.2298
.2049
.1863
.0683
.0621
.0248
.1180
.1233
.0550
.1075
.1385
.0645
.0645
.0717
.2914
.2150
.1290
.3320
.2962
.2756
.3602
.2298
.1615
.3540
.3478
.0745
.0745
.2174
.6521
.1987
.3229
.2608
.2981
HP-
HR
DOWN-
BO UND
145.26
257.04
268.20
637.20
447.12
313.02
726.66
324.18
670.68
413.64
368.82
335.34
122.94
111.78
44.64
212.40
221.94
99.00
193.50
249.30
116.10
116.10
129.06
524.54
387.00
232.20
597.60
533.16
496.08
648.36
413.64
290.70
637.20
626.04
134.10
134.10
391. 32
1173.78
357.66
581.22
469.44
536.53
4-3
-------
TABLE 4-3. TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY), MISSOURI RIVER
(HERMANN TO MISSISSIPPI RIVER - SECTION 1, MARCH 1 TO NOV. 30)
GRID
NO.
2,302
2,295
2,287
914
737
738
569
568
392
309
308
288
287
286
2 ,149
2,127
2,126
2.105
2 104
2,078
2,085
2,084
2,083
192
160
2 045
135
106
105
87
74
73
68
59
52
47
2,011
22
14
15
9
4
TOTALS
TMC
1.8 G
PER
HP-HR
UP
656
1,157
1,205
287
2,012
1,409
3,271
1,458
3,018
1,861
1,662
1,511
554
505
199
957
1,001
447
870
1,123
525
525
583
2,362
1 ,740
1 ,045
2,688
2.401
2,231
2,916
1,861
1,307
2.867
2,818
603
603
1,760
5,283
1,609
2,615
2,114
2,415
68 ,035
TM"
2.7
PER
HP-HR
DOWN
392
694
724
1,720
1,207
845
1,962
875
1,811
1,117
996
905
332
302
121
573
599
267
522
673
313
313
348
1,416
1 ,045
627
1,614
1,440
1 ,339
1,751
1,117
785
1,720
1,690
362
362
1,056
3,169
966
1,569
1,267
1 ,449
42,359
NOX
10 6 G
PER
H"-HR
UP
3,864
6,811
7,098
1,689
11,849
8,300
19,261
8,586
17,773
10,961
9,788
8,901
3,263
2,976
1,173
5,638
5,896
2,633
5,123
6,611
3,091
3,091
3,434
13,909
10,246
6,153
15,827
14,139
13,137
17,172
10,961
7,699
16,886
16,600
3,549
3,549
10,360
31,110
9,473
15,398
12,450
14.224
400,651
NO
8.9 G
PER
HP-HR
DOWN
1 ,293
2,288
2,387
5,671
3,979
2,786
6,467
2,885
5,969
3,681
3,282
2,984
1,094
995
397
1,890
1,975
881
1,722
2,219
1 ,033
1,033
1,149
4,668
3,444
2,067
5,319
4,745
4,415
5,770
3,681
2,587
5,671
5,572
1,193
1,193
3,483
10,447
3,183
5,173
4,178
4,776
139,629
CO
3.9 G PER HP-HR
UP DOWN
1,422 567
2,506 1,002
2,611 1,046
621 2,485
4,359 1,744
3,058 1,221
7,087 2,834
3,159 1,264
6,539 2,616
4,003 1,613
3,601 1,438
3,275 1,308
1,200 479
1,095 436
432 174
2,074 828
2,169 866
969 386
1,885 755
2,432 972
1,137 453
1,137 453
1,264 503
5,118 2,046
3,770 1,509
2,264 906
5,823 2,331
5,202 2,079
4,833 1,935
6,318 2,529
4,033 1,613
2,833 1,134
6,213 2,485
6,107 2,442
1,306 523
1,306 523
3,812 1,526
11,446 4,578
3,485 1,395
5,665 2,267
4,581 1,831
5,233 2,093
147,409 61,186
sov
X
1 .4 GR PER HP-HR
UP DOWN
510
900
937
223
1 ,565
1,096
2,544
1,134
2,347
1,448
1, 293
1,176
431
393
155
745
779
348
677
873
408
408
454
1,837
1,353
813
2,090
1 ,867
1,735
2,268
1,448
1,017
2,230
2,192
469
469
1,368
4,109
1,251
2,034
1,644
1,879
52,916
203
360
375
893
626
438
1,017
454'
939
579
516
469
172
156
62
297
311
139
271
349
163
163
181
734
542
325
837
746
695
908
579
407
892
876
188
187
548
1,643
501
814
657
751
21,964
PART
.6 G PER HP-HR
UP DOWN
219
386
402
96
671
470
1,090
486
1,006
620
554
504
185
168
66
319
334
149
290
374
175
175
194
787
580
348
896
800
744
972
620
436
956
940
201
201
586
1,761
536
872
705
805
22,678
87
154
161
382
269
188
436
195
402
248
221
201
74
67
27
127
133
59
116
150
70
70
77
315
232
139
359
320
298
389
248
174
382
376
80
80
235
704
215
349
282
322
9,413
-------
TABLE 4-4. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY) MISSISSIPPI RIVER (ALTON TO
CHAIN-OF-ROCKS CANAL - SECTION 4; ILLINOIS RIVER TO ALTON - SECTION 3;
PERUQUE ISLAND TO ILLINOIS RIVER - SECTION 2)
(LOCAL TRAFFIC 1200 HP AVG., THROUGH TRAFFIC 2900 HP AVG.) (UPBOUND -
5 MPH .85 FULL POWER) (DOWNBOUND - 10 MPH, 50 FULL POWER)
SEC.
i
i
4
1
1
r
i
3
1
i
t
t
2
]
1
GRID
NO.
1,233
2,302
1,235
1,236
1,237
2,300
1,167
1,133
1,108
1,109
1,086
1,087
1,019
915
977
916
917
739
2,234
394
242
197
166
141
GRID
DIST.
(KM)
2.769
2.077
1.038
1.231
.462
1.654
.615
1.154
.308
1.0
.8
.4
1.1
.3
1.1
1.8
.9
5.3
2.8
3.8
8.9
1.8
.7
2.1
GRID
DIST.
(MILEC)
1.720
1.290
.645
.764
.287
1.027
.382
.717
.191
.621
.497
.248
.683
.186
.683
1.118
.559
3.291
1.739
2.360
5.527
1.118
.435
1.304
AVG. DAILY
VESSELS
NORTH & SOUTH
0
fe
11 52
1
r
\
H
^
0
r ^
11
1
r
7
1
r
TIME
(HOURS)
NORTH
.342
.258
.130
.152
.058
.206
.076
.144
.038
.124
.100
.050
.136
.038
.136
.224
.112
.658
.348
.472
1.106
.224
.088
.260
HP-HR
NORTH
11,018
8,311.47
4,187.95
4,896.68
1,868.47
6,636.29
2,448,34
4,638,96
1,224.17
3,994.66
3,221.50
1,610.75
3,687.64
1,030.37
3,687.64
6,073.76
3,036.88
17,841.67
9.436.02
12,798.28
19,084.03
3,865.12
1,518.44
4,486.30
TIME
(HOURS)
SOUTH
.172
.129
.065
.076
.029
.103
.038
.072
.019
.062
.050
.025
.068
.019
.068
.112
.056
.329
.174
.236
.553
.112
.044
.130
HP-HR
SOUTH
3,259
2,444.55
1,231.75
1,140.20
549.55
1,951.85
720.10
1,364.40
360.05
1,174.90
947.50
473.75
1,084.60
303.05
1,084.60
1,786.40
893.20
5,247.55
2,775.30
3,764.20
5,612.95
1,136.80
446.60
1,319.50
-------
TABLE 4-5. TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY), MISSISSIPPI RIVER (ALTON
TO CHAIN-OF-ROCKS CANAL - SECTION 4; ILLINOIS RIVER TO ALTON - SECTION
3; PERUQUE ISLAND TO ILLINOIS RIVER - SECTION 2) (LOCAL TRAFFIC 1200 HP
AVG., THROUGH TRAFFIC 2900 HP AVG.) (UPBOUND - 5 MPH, .85 FULL POWER)
(DOWNBOUND - 10 MPH, .50 FULL POWER)
GRID
NO.
1,233
2,302
1,235
1,236
1,237
2,300
1,167
1,133
1,108
1,109
1,086
1,087
1,019
915
977
916
917
739
2,234
394
242
197
166
141
THC
1.8 G
PER
HP-HR
NORTH
19,832
14,961
7,538
8,814
3,363
11,945
4,407
8,350
2,204
7,190
5,799
2,899
6,638
1,855
6,638
10,933
5,466
32,115
16,985
23,036
34,351
6,957
2,733
8,075
THC
2.7 G
PER
HP-HR
SOUTH
8,800
6,600
3,326
3,079
1,484
5,270
1,944
3,684
972
3,172
2,558
1,279
2,928
818
2,928
4,823
2,412
14,168
7,493
10,163
15,155
3,069
1,206
3,563
NOX
10.6 G
PER
HP-HR
NORTH
116,786
88,102
44,392
51,905
19,806
70,345
25,952
49,173
12,976
42,343
34,148
17,074
39,089
10,922
39,089
64,382
32,191
189,122
100,022
135,662
202,291
40,970
16,095
47,555
NOX
8,9 G
PER
HP-HR
SOUTH
29,009
21,756
10,963
10,148
4,891
17,371
6,409
12,143
3,204
10,457
8,433
4,216
9,653
2,697
9,653
15,899
7,949
46,703
24,700
33,501
49,955
10, 118
3,975
11,744
CO
3.9 G PER HP-HR
NORTH SOUTH
42,968
32,415
16,333
19,097
7,287
25,882
9,549
18,092
4,774
15,579
12,564
6,282
14,382
4,019
14,382
23,688
11,844
69,583
36,800
49,913
74,428
15,074
5,922
17,497
12,712
9,533
4,804
4,447
2,143
7,612
2,808
5,321
1,404
4,582
3,695
1,848
4,230
1,182
4,230
6,967
3,483
20,465
10,824
14,680
21,891
4,434
1,742
5,146
SOX
1.4 G PER HP-HR
NORTH SOUTH
15,425
11,636
5,863
6,855
2,610
9,291
3,428
6,495
1,714
5,593
4,510
2,255
5,163
1,443
5,163
8,503
4,252
24,978
13,210
17,918
26,718
5,411
2,126
6,281
4,563
3,422
1,724
1,596
769
2,733
1,008
1,910
504
1,650
1,326
663
1,518
424
1,518
2,501
1,250
7,347
3,885
5,270
7,858
1,592
625
1,847
PART
.6 G PER HP-HR
NORTH SOUTH
6,611
4,987
2,513
2,938
1,121
3,982
1,469
2,783
734
2,397
1,933
966
2,213
618
2,213
3,644
1,822
10,705
5,662
7,679
11,450
2,319
911
2,692
1,956
1,766
739
684
330
1,171
432
819
216
705
568
284
651
182
651
1,972
536
3,149
1,665
2,259
3,368
682
263
792
-------
TABLE 4-6. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY),
MISSISSIPPI RIVER (CHAIN-OF-ROCKS CANAL
TO LOCK 27 LOCALE E - SECTION 5)
(LOCAL TRAFFIC: 1200 AVG. HP, 6 MPH,
.85 FULL POWER)
(THROUGH TRAFFIC: 2900 AVG. HP, 6 MPH,
.33 FULL POWER)
GRID
NO.
1,082
1,195
1,166
1,165
1,164
1,081
1,132
1,131
1,080
1,079
GRID
DIST.
(KM)
2,423
.5
.654
1.154
.308
.692
1.192
.269
.846
2.192
GRID
DIST.
(MILES)
1.505
.311
.406
.717
.191
.430
.740
.167
.525
1.361
AVG. DAILY
VESSELS
NORTH & SOUTH
EACH
\
o
M
fc
3
' H 1
o
H
fc
5
' H
11 o 5 $
i
D
9
P5
E
EH
1 1
U
O
f-J
!
TIME
(HR)
NORTH &
SOUTH
.251
.052
.068
.120
.032
.072
.123
.028
.088
.227
HP-HR
85%
NORTH &
SOUTH
2,560.2
530.4
693.6
1,224.0
326.4
734.4
1,254.6
285.6
897.6
2,315.4
HP-HR
33%
NORTH &
SOUTH
5,337.93
1,105.87
1,446.13
2,552.00
680.53
1,531.20
2,615.80
595.47
1,871.47
4,827.53
4-7
-------
TABLE 4-7. TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY), MISSISSIPPI RIVER (CHAIN -
OF-ROCKS CANAL TO LOCK 27 LOCALE E - SECTION 5)
(LOCAL TRAFFIC: 1200 AVG. HP, 6 MPH, .85 FULL POWER) (THROUGH TRAFFIC:
2900 AVG. HP, 6 MPH, .33 FULL POWER)
GRID
NO.
1082
1195
1166
1165
1164
1081
1132
1131
1080
1079
THC
1.8
G
PER
HP-HR
(.85)
4,608
955
1,248
2,203
588
1,322
2,258
514
1,616
4,168
THC
2.7
G
PER
HP-HR
(.33)
14,412
2,986
3,905
6,890
1,837
4,134
7,063
1,608
5,053
13,034
NOX
10.6
G
PER
HP-HR
(-85)
27,138
5,622
7,352
12,974
3,460
7,785
13,299
3,027
9,515
24,543
NOV
8.5
n
PER
HP-HR
(-33)
47,508
9,842
12,871
22,713
6,057
13,628
23,281
5,300
16,656
42,965
CO
3.9 G PER HP-HR
(.85)
9,985
2,069
2,705
4,774
1 ,273
2,864
4,893
1 ,114
3,501
9 ,030
(-33)
20,818
4,313
5,640
9,953
2,654
5,972
10,202
2,322
7,299
18,827
SOY
X
1.4 G PFJ* HP-HR
(.85)
3,584
743
971
1,714
457
1,028
1 ,756
400
1,257
3,242
(.33)
7,473
1,548
2,025
3,573
953
2,144
3,662
834
2,620
6,759
PART
.6 G PER HP-HR
(.85)
1,536
318
416
734
196
441
753
171
539
1,389
(.33)
3 203
664
868
1,531
408
919
1,569
357
1,123
2,897
-------
TABLE 4-8. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY),
MISSISSIPPI RIVER (CHAIN-OF-ROCKS CANAL
TO MONSANTO - SECTION 7)
(LOCAL TRAFFIC: 1200 HP AVG. THROUGH
TRAFFIC 2900 HP AVG.)
(UPBOUND - 5 MPH, FULL POWER)
(DOWNBOUND - 10 MPH, FULL POWER)
GRID
NO.
1,040
1,039
1,038
1,074
1,073
1,072
1,071
1,070
1,069
1,068
1,067
1,031
1,030
GRID
DIST.
(KM)
1.0
1.115
.5
.538
1.077
1.0
1.0
1.1
1.0
1.038
.192
.923
1.192
GRID
DIST.
(MILES)
.621
.692
.311
.334
.669
.621
.621
.621
.621
.645
.119
.573
.740
AVG. DAILY
VESSELS
NORTHBOUND
& SOUTHBOUND
H C
[t_j f.
O- 4
f~4 O
SB ^
B "
0 t
E '
j
•4
ti
3
H
3
?
11 5
; J
r
TIME
(HR)
NORTH
.124
.138
.062
.066
.134
.124
.124
.124
.124
.130
.024
.114
.148
HP-HR
NORTH
3,994.66
4,445.67
1,997.33
2,126.19
4,316.81
3,994.66
3,994.66
3,994.66
3,994.66
4,187.05
773.16
3,672.51
4,767.82
TIME
(HR)
SOUTH
.062
.069
.031
.033
.067
.062
.062
.062
.062
.065
.012
.057
.074
HP-HR
SOUTH
1,174.90
1,307.55
587.45
625.35
1,269.95
1,174.90
1,174.90
1,174.90
1,174.90
1,231.75
227.40
1,080.15
1,402.30
4-9
-------
TABLE 4-9. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY), MISSISSIPPI RIVER (CHAIN
-OF-ROCKS CANAL TO MONSANTO - SECTION 7)
(LOCAL TRAFFIC: 1200 HP AVG. THROUGH TRAFFIC: 2900 HP AVG.)
(UPBOUND: 5 MPH, FULL POWER) (DOWNBOUND - 10 MPH, FULL POWER)
GRID
NO.
1,040
1,039
1,038
1,074
1,073
1,072
1,071
1,070
1,069
1,068
1,067
1,031
1,030
THC
1.8 G
PER
HP-HR
NORTH
7,190
8,002
3,595
3,827
7,770
7,190
7,190
7,190
7,190
7,538
1,392
6,611
8,582
THC
2.7 G
PER
HP-HR
SOUTH
3,172
3,530
1,586
1,688
3,428
3,172
3,172
3,172
3,172
3,326
614
2,916
3,786
NOX
10.6 G
PER
HP-HR
NORTH
42,343
47,124
21,172
22,538
45,758
42,343
42,343
42,343
42,343
44,392
8,195
38,929
50,539
NOX
8.9 G
PER
HP-HR
SOUTH
10,457
11,637
5,228
5,566
11,300
10,457
10,457
10,457
10,457
10,963
2,024
9,613
12,480
CO
3.9 G PER HP-HR
NORTH SOUTH
15,579
17,338
7,790
8,292
16,836
15,579
15,579
15,579
15,579
16,333
3,015
14,323
18,594
4,582
5,099
2,291
2,439
4,952
4,582
4,582
4,582
4,582
4,804
887
4,213
5,469
SO
1.4 G PER HP-HR
NORTH SOUTH
5,593
6,224
2,796
2,977
6,044
5,593
5,593
5,593
5,593
5,863
1,082
5,142
6,675
1,645
1,831
822
875
1,778
1,645
1,645
1,645
1,645
1,724
318
1,512
1,963
PART
.6 G PER HP-HR
NORTH SOUTH
2,397
2,667
1,198
1,276
2,590
2,397
2,397
2,397
2,397
2,513
464
2,204
2,861
705
785
352
375
762
705
705
705
705
739
136
648
841
-------
TABLE 4-10.
TOTAL EMISSIONS FOR SWITCHBOATS GRAMS
PER GRID PER DAY
Grid
1010
1073
1072
1069
1038
1032
1031
1030
999
998
955
924
849
848
847
815
CO
11,520
8,640
11,520
8,640
4,320
8,640
8,640
11,520
8,640
12,960
17,280
5,760
4 ,320
5,760
8,640
5,760
NO
A
12,168
9,126
12,168
9,126
4,563
9,126
9,126
12,168
9,126
13,689
18,252
6,084
4,563
6,084
9,126
6,084
THC
6,600
4,950
6,600
4,950
2,475
4,950
4,950
6,660
4,950
7,425
9,900
3,300
2,475
3,300
4,950
3,300
S0x
957
718
957
718
359
718
718
957
718
1,077
1,436
479
359
479
718
479
Part
425
319
425
319
159
319
319
425
319
478
638
213
159
213
319
213
4-11
-------
TABLE 4-11.
TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY)
MISSISSIPPI RIVER - ST. LOUIS PORT AREA,
NORTH (CHAIN-OF-ROCKS CANAL TO MONSANTO -
SECTION 7)
EMISSIONS SUM OF: LOCAL TRAFFIC AND
THROUGH TRAFFIC (TABLE 4-9)
AND SWITCHER BOATS (TABLE 4-10)
GRID
NO.
1,040
1,039
1,038
1,074
1,073
1,072
1,071
1,070
1,069
1,068
1,067
1,031
1,030
1,032
999
THC
10,362
11,532
7,656
5,515
16,148
16,963
10,362
10,362
15,313
10,864
2,006
14,477
19,028
4,950
4,950
NOX
52,800
58,761
30,963
28,104
66,184
64,968
52,800
50,800
61,926
55,355
10,219
57,768
75,187
9,126
9,126
CO
20,161
22,437
14,401
10,731
30,427
31,681
20,161
20,161
28,801
21,137
3,902
27,175
35,583
8,640
8,640
S0x
7,238
8,055
3,978
3,852
8,539
8,194
7,238
7,238
7,955
7,587
1,400
7,372
9,595
718
718
PART.
3,102
3,452
1,710
1,651
3,671
3,527
3,102
3,102
3,421
3,252
600
3,171
4,127
319
319
4-12
-------
TABLE 4-12.
TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY),
MISSISSIPPI RIVER (MONSANTO TO SUGAR LOAF -
SECTION 8)
(2900 AVG. HP, UPBOUND 5 MPH, .85 FULL POWER)
DOWNBOUND 10 MPH, .50 FULL POWER)
NO.
998
956
955
925
924
923
888
887
849
848
847
815
GRID
DIST.
(KM)
1.423
.115
1.231
.385
1.192
.269
1.0
.962
.231
1.154
.923
.231
GRID
DIST.
(MILES)
.884
.071
.764
.239
.740
.167
.621
.597
.143
.717
.573
.143
AVG. DAILY
VESSELS
NORTHBOUND &
SOUTHBOUND
12
\
i
TIME
(HOURS)
NORTH
.176
.014
.152
.048
.148
.034
.124
.120
.028
.144
.114
.028
HP-HR
NORTH
5,206.08
414.12
4,496.16
1,419.84
4,377.84
1,005.72
3,667.92
3,549.60
828.24
4,259.52
3,372.12
828.24
(HOURS)
SOUTH
.088
.007
.076
.024
.074
.017
.062
.060
.014
.072
.057
.014
HP-HR
SOUTH
1,530.59
121.75
1,321.87
417.43
1,287.08
295.68
1,078.37
1,043,58
243.50
1,252.30
991.40
243.50
4-13
-------
TABLE 4-13.
TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY), MISSISSIPPI RIVER
(MONSANTO TO SUGAR LOAF - SECTION 8)
(2900 AVG. HP, UPBOUND 5 MPH, .85 FULL POWER) (DOWNBOUND 10 MPH,
.50 FULL POWER)
GRID
NO.
998
956
955
925
924
923
888
887
849
848
847
815
N0x
10.6 G
PER
HP-HR
UP
55,184
4,390
47,659
15,050
46,405
10,661
38,880
37,626
8,779
45,151
35,744
8,779
THC
1.8 G
PER
HP-HR
UP
9,371
745
8,093
2,551
7,880
1,810
6,602
6,389
1,491
7,667
6,070
1,491
NOX
8.9 G
PER
HP-HR
DOWN
13,622
1,084
11,765
3,715
11,455
2,632
9,597
9,288
2,167
11,145
8,823
2,167
THC
2.7 G
PER
HP-HR
DOWN
4,133
329
3,569
1,127
3,475
798
2,912
2,818
657
3,381
2,677
657
CO
3.9 G PER HP-HR
UP DOWN
20,304
1,615
17,535
5,537
17,074
3,922
14,305
13,843
3,230
16,612
13,151
3,230
5,969
475
5,155
1,628
5,020
1,153
4,206
4,070
950
4,884
3,866
950
S0x
1.4 G PER HP-HR
UP DOWN
7,289
580
6,295
1,988
6,129
1,408
5,135
4,969
1,160
5,963
4,721
1,160
2,143
170
1,851
584
1,802
414
1,510
1,461
341
1,753
1,388
341
PART
.6 G PER HP-HR
UP DOWN
3,124
248
2,698
852
2,627
603
2,201
2,130
497
2,556
2,023
497
918
73
793
250
772
177
647
626
146
751
595
146
-------
TABLE 4-14.
TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY)
MISSISSIPPI RIVER - ST. LOUIS PORT AREA.
SOUTH (MONSANTO TO SUGAR LOAF - SECTION 8)
(EMISSIONS SUM OF: THROUGH TRAFFIC (TABLE 4-13)
AND SWITCHER BOATS (TABLE 4-10)
GRID
NO.
998
956
955
925
924
923
888
887
849
848
847
815
THC
20,929
1,074
21,562
3,678
14,655
13,293
9,514
9,207
4,623
14,348
13,697
5,448
NOV
A
82,496
5,474
77,676
18,765
63,944
2,608
48,477
46,914
15,509
62,380
53,694
17,030
CO
39,233
2,090
39,970
7,165
27,853
5,075
18,511
17,913
8,500
27,256
25,658
8,990
S0x
10,508
750
9,581
2,572
8,410
1,822
6,645
6,430
1,859
8,196
6,827
1,979
PART
4,520
321
4,129
1,102
3,612
780
2,857
2,756
802
3,520
2,937
856
4-15
-------
TABLE 4-15. TOWBOAT TRAFFIC (HP-HR PER GRID PER DAY),
MISSISSIPPI RIVER (SUGAR LOAF TO ROCKWOOD
ISLAND - SECTION 9)
(2900 AVG. HP UPBOUND 5 MPH, .85 FULL POWER)
(DOWNBOUND 10 MPH, .50 FULL POWER)
GRID
NO.
814
813
2,260
2,261
699
2,248
2,237
2,236
2,218
2,233
2,232
2,203
355
503
529
528
527
877
1,203
1,579
2,410
2,409
2,414
2,413
2,417
2,412
2,419
2,430
2,429
2,437
1,685
GRID
DIST.
(KM)
1.077
2.038
3.077
2.038
5.385
1.692
4.7
1.2
1.0
1.0
1.6
.5
5.1
1.1
4.2
6.2
8.1
5.638
3.692
12.7
.4
1.9
.4
.9
.7
.7
2.3
1.2
.9
2.4
8.331
GRID
DIST.
(MILES)
.699
1.266
1.911
1.266
3.344
1.051
2.919
.745
.621
.683
.994
.311
3.167
.683
2.608
3.850
5.03
3.501
2.293
7.887
.248
1.180
.248
.559
.435
.435
1.428
.745
.559
1.490
5.174
AVG.
DAILY
VESSELS
UPBOUND,
DOWNBOUND
12
12
\
r
TIME
(HPURS)
UPBOUND
.134
.254
.382
.254
.668
.210
.584
.150
.124
.136
.198
.062
.634
.136
.522
.770
1.006
.700
.458
1.578
.050
.236
.050
.112
.088
.088
.286
.150
.112
.298
1.034
HP-HR
UPBOUND
3,963.72
7,513.32
11,299.56
7,513.32
19,759.44
6,211.80
17,274.72
4,437.00
3,667.92
4,022.88
5,856.84
1,833.96
18,753.72
4,022.88
15,440.76
22,776.60
29,757.48
20,706.00
13,547.64
46,677.24
1,479.00
6,980.88
1,479.00
3,312.96
2,603.04
2,603.04
8,459.88
4,437.00
3,312.96
8,814.84
30,585.72
TIME
(HOURS)
DOWNBOUND
.067
.127
.191
.127
.334
.105
.292
.075
.062
.068
.099
.031
.317
.068
.261
.385
.503
.350
.229
.789
.025
.118
.025
.056
.044
.044
.143
.075
.056
.149
.517
HP-HR
DOWNBOUND
1,165.33
2,208.92
3,322.07
2,208.92
5,809.28
1,826.27
5,078.77
1,304.48
1,078.37
1,182.73
1,721.91
539.18
5,513.59
1,182.73
4,539.58
6,696.32
8,752.20
6,090.00
3,983.01
13,728.60
435.00
2,053.20
435.00
974.40
765.60
765.60
2,488.20
1,305.00
974.40
2,592.60
8,995.8
4-16
-------
TABLE 4-16.
TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY) MISSISSIPPI RIVER (SUGAR LOAF TO
ROCKWOOD ISLAND - SECTION 9) 2900 AVG. HP, UPBOUND 5 MPH, .85 FULL
POWER DOWNBOUND 10 MPH, .50 THROTTLE FULL POWER.
GRID
NO.
814
813
2,260
2,261
699
2,248
2,237
2,236
2,218
2,233
2,232
2,203
355
503
529
528
527
877
1,203
1,579
2,410
2,409
2,414
2,413
2,417
2,412
2,419
2,430
2,429
2,437
1,685
THC
1.8 G
PER
HP-HR
UP
7,135
13,524
20,339
13,524
35,567
11,181
31,095
7,987
6,602
7,241
10,542
3,301
33,757
7,241
27,793
40,998
53,563
37,271
24,386
84,019
2,662
12,566
2,662
5,963
4,685
4,685
15,228
7,987
5,963
15,867
55,054
THC
2.7 G
PER
HP-HR
DOWN
3,146
5,964
8,970
5,964
15,685
4,931
13,713
3,522
2,912
3,193
4,649
1,456
14,887
3,193
12,257
18,080
23,631
16,443
10,754
37,067
1,175
5,544
1,175
2,631
2,067
2,067
6,718
3,524
2,631
7,000
24,289
NOX
10.6 G
PER
HP-HR
UP
42,015
79,641
119, ->75
79,641
209 ,4 50
65,845
183.112
47,032
38,880
42,643
62,083
19,440
198.789
47,643
163,672
2U.432
315,429
219,484
143,605
494,779
15,677
73,997
15,677
35,117
27,592
27,592
89,675
47,032
35,117
93,437
324,209
NOX
8.9 G
PER
HP-HR
DOWN
10,371
19,659
29,566
19,659
51,703
16,254
45,201
11,610
9,597
10,526
15,325
4,799
49,071
10,526
40,402
59,597
77,895
54,201
35,449
122,184
3,872
18,273
3,872
8,672
6,814
6,814
22,154
11,615
8,672
23,047
80,063
CO
3.9 G PER HP-HR
UP DOWN
15,459
29,302
44,068
29,302
77,062
24,226
67,371
17,304
14,305
15,639
22,847
7,152
73,140
15,689
60,219
88,829
116,054
80,753
52,836
182,041
5,768
27,225
5,768
12,921
10,152
10,152
32,994
17,304
12,921
34,378
119,284
4,545
8,615
12,956
8,615
22,656
7,122
19,807
5,087
4,206
4,613
6,715
2,103
21,503
4,613
17,704
26,116
34,134
23,751
15,534
53,542
1,697
8,007
1,697
3,800
2,986
2,986
9.704
5,090
3,800
10,111
35,084
S0x
1.4 G PER HP-HR
UP DOWN
5,549
10,519
15,819
10,519
27,663
8,697
24,185
6,212
5,135
5,632
8,200
2,568
26,255
5,632
21,617
31,887
41,660
28,988
18,967
65,348
2,071
9,773
2,071
4,638
3,644
3,644
11,844
6,212
4,638
12,341
42,820
1,631
3,092
4,651
3,092
8,133
2,557
7,110
1,826
1,510
1,656
2,411
755
7,719
1,656
6,355
9,375
12,253
8,526
5,576
19,220
609
2,874
609
1,364
1,072
1,072
3,483
1,827
1,364
3,630
12,594
PART 1
.6 G PER HP-HR
UP DOWN
2,378
4,508
6,780
4,508
11,856
3,727
10,365
2,662
2,201
2,414
3,514
1,100
11,252
2,414
9,264
13,666
17,854
12,424
8,129
28,006
887
4,189
887
1,988
1,562
1,562
5,076
2,662
1,988
5,289
18,351
699
1,325
1,993
1,325
3,486
1,096
3,047
783
647
710
1,033
324
3,308
710
2,724
4,018
5,251
3,654
2,390
8,237
261
1,232
261
585
459
459
1,493
783
585
1,556
5,397
-------
TABLE 4-17. TOWBOAT EMISSIONS (GRAMS PER GRID PER DAY)
FOR LOCK 26 - SECTION 10, AND LOCK 27 -
SECTION 6, ENGINES AT IDLE
SECTION
10
10
6
6
GRID
1019
1048
1010
1078
LOCK
26
26
27
27
N0x
37 ,895
37,895
27,012
27,012
THC
213,290
213,290
152,049
152,049
CO
622,050
622,050
443,430
443,430
S0x
10,780
10,780
7,683
7,683
PART
5,170
5,170
3,687
3,687
4-18
-------
TABLE 4-18.
RIVER VESSEL EMISSIONS IN ST. LOUIS AIR POLLUTION STUDY
REGION, BY ZONE (GRAMS PER GRID PER DAY)
SECTION
1
?
3
4
5
6
7
8
9
10
TOTALS
NOX
UP DOWN TOTAL
400,651
306,911
571,389
573,002
157,767
27,012
490,364
354,309
3,594,513
37,895
6,513,814
139,629
75,791
141,103
139,000
157,767
27,012
121,094
87,461
887,430
37,895
1,814,235
540,280
382,702
712,492
712,002
315,534
54,024
611,458
441,770
4,481,996
75,790
8,328,049
THC
UP DOWN TOTAL
68,035
52,117
97,028
97,302
40,201
152,049
83,269
60,166
610,389
213,290
1,473,847
42,359
22,992
42,807
42,169
40,201
152,049
36,737
26,533
269,238
213,290
888,375
110,394
75,109
139,835
139,471
80,403
304,098
120,006
86,699
879,627
426,580
2,362,222
CO
UP DOWN TOTAL
147,409
112,920
210,228
210,821
65,103
443,430
180,417
130,359
1,322,509
622,050
3,445,247
61,186
33,212
61,832
60,910
65,103
443,430
53,064
38,325
388,898
622,050
1,828,010
208,595
146,132
272,060
271,732
130,206
886,860
233,481
168,685
1,711,407
1,244,100
5,273,257
SECTION
1
2
3
4
5
6
7
8
9
10
TOTALS
sox
UP DOWN TOTAL
52,916
40,535
75,466
75,679
23,370
7,683
64,765
46,796
478,748
10,780
876,830
21,964
11,922
22,196
21,865
23,370
7,683
19,049
13,753
139,602
10,780
292,189
74,880
52,458
97,662
97,545
46,741
15,366
83,814
60,553
618,350
21,560
1,169,019
UP DOWN TOTAL
22,678
17,372
32,343
32,434
10,016
3,687
27,756
20,055
203,463
5,170
374,975
9,413
5,110
9,513
9,371
10,016
3,687
8,164
5,896
59,831
5,170
126,170
32,092
22,482
41,855
41,805
20,032
7,374
35,920
25,951
263,294
10,340
501,145
-------
5, SUMMARY AND CONCLUSIONS
5.1 DATA BASE
Vessel exhaust emissions estimates in this study are consid-
ered to be sufficiently comprehensive for the specific area in-
volved. Limitations encountered which influence the conclusions
include the availability of river vessel traffic information,
appropriate vessel duty cycles, and operational characteristics.
Towboat traffic estimates south of St. Louis were based on
aggregate estimates of traffic on the Mississippi between the
Missouri and Ohio Rivers, and are not as accurate as actual vessel
counts. Corps of Engineers Lock Number 27 has served as the source
of information for vessel traffic north of St. Louis. Port traffic
allocations are based upon the total port traffic estimates from
industry spokesmen and the fact that traffic density within each
port grid element is based on the number of terminals within that
grid. If these assumptions differ substantially from the actual
conditions, the grid elements emission estimates will be erroneous.
It was the author's intent to show the significance of switchboat
operations, and the methodology and data used were considered the
best available.
The critical assumption affecting the calculated emissions are
the towboat power setting (duty cycles). Any major deviation from
the assumed values of power settings for towboats will cause an
almost direct proportional change in exhaust emissions. Similarly,
any change in the assumed duty cycle for port traffic will affect
the calculated emissions for the respective grids.
5.2 RESULTS
In Table 5-1 vessel emissions per mile of the various zones
of waterway in the SLAPS region are shown. The effects of waiting
periods with the towboat engine at idle and time going through the
locks result in high THC and CO emissions for zone 6 (Lock 27) and
zone 10 (Lock 26). The emission rates per mile allow quick
5-1
-------
comparison with other point and area emission sources.
In Table 5-2, vessel emissions relative to other emission
sources are shown. On a percentage basis for the entire AQCR,
towboat emissions are minor. Upon the completion of the EPA-RAPS
emission inventory, the relative towboat emissions on a per-grid
will be available.
5-2
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TABLE 5-1. RIVER VESSEL EMISSIONS (GRAMS PER RIVER
MILE PER DAY]
ShCTION
1
2
3
4
5
6
7
8
9
10
N0x
6,199
45,639
71,364
84,764
49,773
36,478
85,024
78,064
78,064
55,332
TIIC
1,267
8,957
14,006
16,646
12,683
205,333
16,687
15,320
15,320
312,257
CO
2,393
17,427
27,250
32,372
20,539
598,825
32,466
29,808
29,808
910.806
S0x
859
6,256
9,782
11,621
7,373
10,375
11,654
10,700
10,700
15,784
PART
368
2,681
4,192
4,980
2,266
4,979
4,995
4,586
4,586
7,570
TABLE 5-2.
ANNUAL EMISSIONS FOR ST. LOUIS AIR QUALITY
CONTROL REGION (#70)2
Lnussjon^. Source
Towboatb*
Transportation' '
Total Tnussion'15'
Pollutant
Tons/tear
N0x
i,2H7
105,932
433,637
THC
939
198,063
295,124
CO
2 , 101
980,944
3,852,753
SO
X
4(i 2
7 ,887
1 ,234,395
Part
1»8
8,940
354,672
This study.
-'Emissions for period of towboat activity on Missouri River
(Zone 1), March 1 to November 30.
2)
Annual towboat emissions based on 9 months towboat activity on
Missouri River and 12 months activity for rest of region.
5-3
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6, REFERENCES
1. Inland Waterborne Commerce Statistics, 1971, The American
Waterways Operators, Inc. Washington DC, 1972.
2. St. Louis Region 1971 Annual Transportation Report, East-West
Gateway Coordinating Council, St. Louis, Missouri, 1972.
3. Study of the Port of Metropolitan St. Louis, Phase One,
Final Report, East-West Gateway Coordinating Council,
St. Louis Missouri, February 1974.
4. Inland River Record, 1972, The Waterways Journal, St. Louis,
Missouri, 1972.
5. Waterborne Commerce of the United States, Part 2 "Waterways
and Harbors - Gulf Coast, Mississippi River System and
Antilles," U.S. Army Corps of Engineers, Vicksburg MS, 1970.
6. "List of Mississippi River Terminals, Docks, Mooring Lo-
cations, and Warehouses," U.S. Army Corps of Engineers,
St. Louis District, St. Louis MO December 1972.
7. Naviagation Conditions for 1973, Division Bulletin No. 2,
Corps of Engineers, North Central Division, Chicago, Illinois,
March, 1973.
8. Walter, Robert A., U.S. Coast Guard Pollution Abatement Pro-
gram: A Preliminary Report on the Emissions Testing of Boat
Diesel Engines, Report No. CG-D-21-74, Transportation Systems
Center, November 1973.
9. Souza, Anthony F., A Study of Stack Emissions From Coast
Guard Cutters, Scott Research Laboratories Inc., Plumstead-
ville PA, September 1973.
10. Hare, Charles T., Karl J. Springer, Exhaust Emissions From
Uncontrolled Vehicles and Related Equipment Using Internal
Combustion Engines, Part I "Locomotive Diesel Engines and
Marine Counterparts," Southwest Research Institute,
San Antonio TX, October 1972.
6-1
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11. Report on Exhaust Emissions of Selected Railroad Diesel
Locomotives, Southern Pacific Transportation Company,
San Francisco, CA, March 1972.
12. Compilation of Air Pollutant Emission Factors, U.S.
Environmental Protection Agnecy, Research Triangle Park,
NC, February 1972.
13. National Emissions Data Service print-out for the ACQR 70
(St. Louis), dated April 2, 1974, National Air Branch, EPA
Research Triangle Park, NC 27711 (1974).
6-2
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