United States Air and Radiation EPA420-R-98-020
Environmental Protection August 1998
Agency
vvEPA Commercial Marine
Emissions Inventory for
EPA Category 2 and 3
Compression Ignition
Marine Engines in the
United States
Continental and
Inland Waterways
> Printed on Recycled Paper
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EPA420-R-98-020
August 1998
for
2 3
in the
Engine Programs and Compliance Division
Office of Mobile Sources
U.S. Environmental Protection Agency
Prepared for EPA by
James J. Corbett, Jr., P.E.
Paul S. Fischbeck, Ph.D.
Department of Engineering and Public Policy
Carnegie Mellon University
Pittsburgh, PA 15213
EPA Contract No. 8A-0516-NATX
NOTICE
This technical report does not necessarily represent final EPA decisions or positions.
It is intended to present technical analysis of issues using data which are currently available.
The purpose in the release of such reports is to facilitate the exchange of
technical information and to inform the public of technical developments which
may form the basis for a final EPA decision, position, or regulatory action.
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TABLE OF CONTENTS
EXECUTIVE SUMMARY E2
1. INTRODUCTION 1
2. ESTIMATION AND METHODOLOGY FOR SHIP EMISSIONS 1
2.1 METHOD A: U.S. EMISSIONS ESTIMATED USING SHIP REGISTRY DATA 5
2.2 METHOD B: FOREIGN AND DOMESTIC CARGO TRANSPORT FLEET INVENTORY 9
2.3 COMPARING THE U.S. EMISSIONS INVENTORY WITH A GLOBAL INVENTORY 16
3. ENGINE TYPES IN EPA CATEGORIES 18
4. ENGINE REPLACEMENT RATES 19
5. SUMMARY 21
6. REFERENCES 21
7. APPENDICES Al
7.1 METHOD A: SHIP OPERATIONS METHOD FOR 1996 (PAGES A2-A8) Al
7.2 METHODB: CARGO METHOD USING 1993 CARGO TRADE DATA (PAGES A9-A18) Al
7.3 ENGINE MANUFACTURES AND ENGINE MODELS IN U.S. FLAG FLEET (PAGES A19-A31) Al
El
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EXECUTIVE SUMMARY
The U.S. Environmental Protection Agency (EPA) is currently developing the first
national emission regulations applicable to compression ignition (CI) marine engines above 37
kilowatts (kW). As part of the proposed rulemaking, EPA must develop an estimate of the
current (i.e., baseline) CI marine engine emissions inventory. EPA has defined three categories
for CI marine engines, according to cylinder displacement. These categories are shown in Table
El.
Table El. EPA Categories for CI Marine Engines
EPA Category
1
2
3
Propulsion Engine Displacement per
Cylinder (liters)
Less than 5
Equal to 5, less than 20
Equal to or greater than 20
Calculations for Category 2 and 3 engines are presented in this report. This report
provides estimates of oxides of nitrogen (NOx), paniculate matter (PM), hydrocarbons (HC), and
carbon monoxide (CO) from all ships (domestic and foreign) operating in U.S. navigable
waterways (i.e., within approximately 200 miles of U.S. coastlines, inland waterways, and the
Great Lakes). Emissions are estimated using ship characteristics from 1996 fleet registry data
[LMIS, 1996], which include vessels 100 gross registered tons (GRT) and greater. Two
analytical methods were used to estimate the emissions: Method A is based on general ship
operations, and Method B is based on cargo transportation profiles. Method A estimates
emissions for the U.S. flag fleet (excluding those operating outside U.S. waters) directly from
main engine data, and these emissions are characterized by engine category. Method B estimates
emissions from foreign vessels operating in U.S. waters from information about foreign cargo
transported on foreign vessels into U.S. ports; they were then characterized by engine category.
Method B also estimates regional emissions for ships involved in trade (not including fishing
vessels, passenger vessels, tugs, and utility ships) using 1996 fleet registry data, and 1993 data
describing waterway transport and trade [USAGE, 1995].
Total nationwide emissions equal the sum of emissions from U.S. flag vessels operating
in U.S. waters, and emissions from foreign flag vessels carrying cargo on U.S. navigable
E2
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waterways. Total nationwide emissions from main propulsion CI marine engines on commercial
ships (100 GRT and greater) operating in U.S. waters are shown in Table E2.
Table E2. Total Nationwide Ship Emissions From Main Engines in U.S. Waters3
103 Metric tons
U.S. Flag
NOx
PM
HC
CO
Foreign Flag
NOx
PM
HC
CO
Grand Total
NOx
PM
HC
CO
Engine
Category 2
220.5
4.6
9.3
28.6
9.9
0.7
0.3
0.9
230.4
5.4
9.6
29.6
Engine
Category 3
118.8
9.6
3.4
10.6
116.9
8.7
3.6
11.0
235.7
18.3
7.0
21.6
Total
339.3
14.2
12.7
39.2
126.9
9.4
3.9
11.9
466.1
23.7
16.6
51.2
a. There may be some differences in totals due to rounding.
This report considers emissions only from main propulsion engines, and does not
consider auxiliary engine emissions. For CI marine engines used in main propulsion, available
engine-specific data is provided, including engine manufacturer and model number.
E3
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1. INTRODUCTION
The U.S. Environmental Protection Agency (EPA) is currently developing the first
national emission regulations applicable to compression ignition (CI) marine engines above 37
kilowatts (kW). As part of the proposed rulemaking, EPA must develop an estimate of the
current (i.e., baseline) CI marine engine emissions inventory. EPA is considering dividing CI
marine engines into three categories, each with unique emission regulations. Under the most
likely approach to be taken by EPA, these categories would be defined by engine cylinder
displacement, as shown in Table 1.
Table 1. EPA Categories for CI Marine Engines
EPA Category
1
2
3
Propulsion Engine Displacement per
Cylinder (liters)
Less than 5
Equal to 5, less than 20
Equal to or greater than 20
Calculations for Category 2 and 3 engines are presented in this report. This report
provides estimates of oxides of nitrogen (NOx), particulate matter (PM), hydrocarbons (HC), and
carbon monoxide (CO) from all ships (domestic and foreign) operating in U.S. navigable
waterways (i.e., within approximately 200 miles of U.S. coastlines, inland waterways, and the
Great Lakes). Emissions are estimated for the U.S. flag fleet directly from main engine data,
and these emissions are characterized by engine category. Emissions from foreign vessels
operating in U.S. waters were estimated from information about foreign cargo transported on
foreign vessels into U.S. ports; they were then characterized by engine category.
2. ESTIMATION AND METHODOLOGY FOR SHIP EMISSIONS
No single approach with currently available data can produce a comprehensive inventory
of ship emissions in U.S. waters.1 Therefore, this analysis developed and applied two different
methods to estimate baseline emissions from commercial CI marine engines from 1996 ship
inventory data [LMIS, 1996]. Method A produces an inventory of emissions from commercial
1 EPA is developing a marine module for its NONROAD emissions model that may ultimately provide such a
comprehensive estimate.
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U.S. flag vessels with CI marine engines by considering engine types, duty cycles, and other
operational factors. Method B estimates emissions from foreign and domestic ships transporting
cargo in U.S. waters by estimating the emissions per ton-mile of cargo moved, and deriving the
pollution emitted from cargo transport in U.S. waters. Since foreign shipping carries significant
volumes of cargo to and from U.S. ports, this method provides an estimate of emissions from
foreign shipping in U.S. waterways; additionally, regional characteristics of ship emissions are
identified by this method.
By combining the inventory of emissions from U.S. flag vessels (Method A) with the
estimated emissions from foreign cargo ships in Method B, an estimate of the total nationwide
emissions from commercial ships in U.S. waters results. Method A captures emissions from
U.S. flag vessels, and Method B captures emissions from foreign cargo vessels. This analysis
integrates these distinct estimation methods to develop total nationwide emissions from CI
marine engines used in main propulsion systems for commercial shipping. Table 2 presents the
summary estimate for total nationwide emissions for EPA Categories 2 and 3.
Table 2. Total Nationwide Emissions from Ship Main Engines in U.S. Waters"
103 Metric tons
U.S. Flag
NOx
PM
HC
CO
Foreign Flag
NOx
PM
HC
CO
Grand Total
NOx
PM
HC
CO
Engine
Category 2
220.5
4.6
9.3
28.6
9.9
0.7
0.3
0.9
230.4
5.4
9.6
29.6
Engine
Category 3
118.8
9.6
3.4
10.6
116.9
8.7
3.6
11.0
235.7
18.3
7.0
21.6
Total Categories
2 and 3 Engines
339.3
14.2
12.7
39.2
126.9
9.4
3.9
11.9
466.1
23.7
16.6
51.2
a. There may be some differences in totals due to rounding.
Table 3 shows regional detail, derived from Method B, for each pollutant to be addressed
by EPA regulations. Total nationwide Category 2 and 3 emissions reported in Table 2 are
simply the sum of the emissions from U.S. flag CI engines in Method A (e.g., 339.3 thousand
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metric tons NOx) and total emissions from foreign CI engines estimated by Method B (e.g.,
126.9 thousand metric tons for NOx). A notable regional insight is that emissions from Category
2 and 3 CI marine engines on the inland rivers (e.g., 106.5 thousand metric tons NOx) equal
nearly 70% of the combined emissions from oceangoing (foreign) and coastwise (domestic)
shipping (e.g., 156.3 thousand metric tons NOx). The primary reason for this is that the ton-
miles of cargo moved over inland rivers equal approximately 65% of the ton-miles of cargo
transported in U.S. coastal waters. Moreover, since the navigable miles on the inland rivers
equal only about one third of the navigable ocean miles, emissions from these cargo movements
occur in a much smaller area.
Table 3. Regional Annual Emissions from CI Marine Engines from Cargo Transport
Using Method B (EPA Categories 2 and 3)
U.S. Region
Oceangoing (foreign cargo)
US Flag CI Engines
Category 2 CI Engines
Category 3 CI Engines
Foreign CI Engines
Category 2 CI Engines
Category 3 CI Engines
Total
Coastwise (domestic cargo)
Category 2 CI Engines
Category 3 CI Engines
Inland Rivers
US Flag CI Engines
Category 2 CI Engines
Category 3 CI Engines
Foreign CI Engines
Category 2 CI Engines
Category 3 CI Engines
Total
NOx
Emissions
(103 metric tons
NOx/year)
8.0
4.9
3.1
96.3
7.5
88.8
104.3
52.0
31.7
20.3
76.8
46.8
30.0
29.7
2.3
27.4
106.5
PM
Emissions
(103 metric tons
PM/year)
0.4
0.1
0.3
7.8
0.6
7.2
8.2
2.6
0.8
1.8
2.4
0.7
1.7
1.5
0.1
1.4
3.9
HC
Emissions
(103 metric tons
HC/year)
0.2
0.15
0.07
2.8
0.2
2.6
3.0
1.4
1.0
0.4
2.6
1.8
0.8
1.1
0.1
1.0
3.6
CO
Emissions
(103 metric tons
CO/year)
0.7
0.5
0.2
8.6
0.7
7.9
9.3
4.6
3.2
1.4
8.4
5.8
2.6
3.3
0.3
3.0
11.6
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U.S. Region
Great Lakes
US Flag Engines
Category 2 CI Engines
Category 3 CI Engines
Foreign CI Engines
Category 2 CI Engines
Category 3 CI Engines
Total
Total U.S. Emissions3'
US Flag Engines
Category 2 CI Engines
Category 3 CI Engines
Foreign CI Engines
Category 2 CI Engines
Category 3 CI Engines
Grand Total for Cargo
Category 2 CI Engines
Category 3 CI Engines
NOx
Emissions
(103 metric tons
NOx/year)
9.4
5.7
3.7
0.8
0.06
0.77
10.2
146.1
89.0
57.1
126.9
9.9
117.0
273.0
99.0
174.0
PM
Emissions
(103 metric tons
PM/year)
0.5
0.1
0.4
0.1
0.005
0.060
0.5
5.8
1.7
4.1
9.4
0.7
8.7
15.2
2.4
12.8
HC
Emissions
(103 metric tons
HC/year)
0.3
0.2
0.1
0.02
0.002
0.022
0.3
4.4
3.1
1.3
3.9
0.3
3.6
8.3
3.4
4.9
CO
Emissions
(103 metric tons
CO/year)
0.8
0.6
0.2
0.1
0.005
0.060
0.9
14,5
10.0
4.4
11.9
0.9
11.0
26.4
11.0
15.4
a. There may be some differences in totals due to rounding of numbers.
b. Emissions estimated to a distance of 200 miles from shore; this is approximately the distance from shore as
most of the major shipping lanes.
These methods rely on a common database of registered ships containing such
information as propulsion type, brake horsepower, and engine data [LMIS, 1996]. In addition,
both methods used marine diesel emission factors reported by Lloyd's Register Engineering
Services in the Marine Exhaust Emissions Research Programme [Carlton et a/., 1995]. These
provide the most current emissions factors for large CI marine engines in commercial use today.
These emission factors are similar to currently available EPA emission factors in AP-42 [EPA,
1997] for similar CI engines, as shown in Table 4. (The units of the AP-42 factors (Ib/MMBtu )
were converted to match the fuel-based units (kg/tonne fuel) reported by Lloyds.)
Aside from these two common databases, the estimation methods are quite different. The
methodologies are explained in detail in the next sections.
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Table 4. Comparison of CI Marine Engine Emission Factors with AP-42
Pollutant
Emission Factor (fuel-based)
(kg pollutant/tonne fuel)
Oxides of Nitrogen (NOx) as
Lloyds: Slow Speed
Lloyds: Medium Speed
AP-42 Emission Factors:
Large Stationary Diesel
Uncontrolled Diesel Industrial Engine
Non-Road CI Engine (steady state)
87
57
53
73
50
Particulate Matter (PM)
Lloyds: Slow Speed
Lloyds: Medium Speed
AP-42 Emission Factors:
Large Stationary Diesel
Uncontrolled Diesel Industrial Engine
Non-Road CI Engine (steady state)
7.6
1.2
2.0
5.0
1.0
Hydrocarbons (HC)
Lloyds: All CI Marine Engines
AP-42 Emission Factors:
Large Stationary Diesel
Uncontrolled Diesel Industrial Engine
Non-Road CI Engine (steady state)
2.4
1.0
6.0
4.0
Carbon Monoxide (CO) as CO
Lloyds: All CI Marine Engines
AP-42 Emission Factors:
Large Stationary Diesel
Uncontrolled Diesel Industrial Engine
Non-Road CI Engine (steady state)
7.4
14.0
16.0
16.0
2.1 Method A: U.S. Emissions Estimated Using Ship Registry Data
Method A (Ship Operations Method) is a theoretical approach using estimates of daily
fuel consumption calculated from ship brake horsepower (BHP) and engine brake-specific fuel
consumption (BSFC). Fuel-based emission factors were applied to get emissions per day,
making adjustments for usage using marine duty cycles from ISO [ISO, 1996], estimated time in
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service, and time underway per year. This approach allows for a direct estimate of emissions for
all types of vessels, including fishing vessels, tugs, and utility ships.
The numbers of ships in the U.S. commercial fleet with engines in each category were
estimated. This estimate was based on engine manufacturer and model data gathered for
commercial ships greater than 100 gross registered tons (GRT) and listed in Lloyds Maritime
Information System database of registered vessels [LMIS, 1996]. Engine data, particularly
cylinder displacement, was available for 42% of the ships with CI engines in the data set. A
statistical test (chi-squared test) showed that the distribution of unassigned engines was not
different from the distribution of categorized engines.2 Based on this information, the remaining
engines were distributed by EPA category proportionally, as shown in Table 5.
Table 5. Estimated Number of U.S. Flag Ships by Type and EPA Category
Vessel Service
Container
Fishing
Passenger
RoRoa
Transport
Tug
Utility
Category
1
-
2,498
8
6
6
244
420
Grand Total 3,182
2
1
241
-
21
17
975
171
1,426
3
49
40
6
39
49
42
12
236
Not Diesel
37
-
27
32
347
7
47
498
Grand
Total
87
2,778
41
97
419
1,269
650
5,341
a. RoRo: Roll-on, Roll-off vessel; this includes ships carrying vehicles and other large, non-containerized items.
This study does not include ships less than 100 GRT, because the Lloyds database does
not contain smaller vessels and it was not possible to find comparable data for these vessels.
One source for smaller vessels may be the US Coast Guard vessel data collected by the
Waterborne Commerce Statistics Center (WCSC) [USAGE, 1995]. This data indicates 8,319
U.S. flag vessels (ships and boats) are available for service, compared to the 5,341 ships in the
Lloyds registry; fishing vessels appear to be excluded from the WCSC data. However, engine
data is not provided for these ships. Another alternate source for information on smaller vessels
may be the Merchant Vessels of the United States CD-ROM [DOT, 1998]. This is a data file of
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merchant and recreational vessels documented under the laws of the United States by the U.S.
Coast Guard. The file contains the vessel name, official number, managing owner name,
particulars such as tonnage and length, port of documentation (homeport), and authorized trade
endorsements. Once again, engine-specific data is not provided. This analysis does not use this
source in estimating emissions for this report, although some 63,809 vessels (boats and ships) are
listed that may be used in commerce (171,663 recreational vessels are listed as well). A
significant number may not be powered by CI marine engines at all. Of the remainder, most, if
not all, of these vessels would likely fall into EPA Category 1, and would not be included in this
study.
Brake horsepower for nearly all of these engines is reported in the Lloyds registry data.
The BHP for each engine was multiplied by a typical brake-specific-fuel-consumption (BSFC)
factor for the horsepower range indicated. Generalized fuel-consumption characteristics for
direct-drive, geared, and diesel-electric CI marine engines illustrate the relationship between
fuel-consumption and engine rating for these propulsion-plant configurations [Harrington,
1992]. These fuel-consumption characteristics were confirmed by comparison with other
sources [Heywood, 1988; Osbourne, 1943; TurpinandMcEwen, 1965]. Units were converted to
tons-fuel per day (tpd). The rated BHP values used in the fuel-consumption estimates were
adjusted downward, in consideration of the fact that ship engines generally operate at maximum
loads no higher than 80% of rated load. Then marine duty-cycle load factors were applied, to
make the fuel-consumption estimates more realistic. The E3 duty cycle for heavy-duty marine
engines was used [ISO, 1996; Markle and Brown, 1996]. This duty cycle was developed to
represent typical overall engine loads for exhaust emission measurement; no better duty cycle
representing actual operations is avaible. A summary of the U.S. flag fleet fuel consumption in
tpd is presented in Table 6. These estimates are not unreasonable when compared with fuel
consumption reported by other sources [Evans andMarlow, 1990; Ewart, 1982].
Category 3 engines were divided into two subcategories by cylinder displacement;
engines with cylinder displacements greater than 20 liters but less than 60 liters were assigned to
subcategory 3 A. Those greater than 60 liters were assigned to subcategory 3B. The reason for
this is that emission factors for NOx and PM are different for medium speed and slow speed
2 This is without including the U.S. flag container ships, of which only three ships out of 87 were in the unassigned
category; a chi-squared test for the world fleet - including container ships - showed similar results.
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engines [Carlton etal., 1995] (see Table 4). All Category 2 engines are assumed to be medium-
speed engines. The larger engines in Category 3 are assumed to be slow-speed engines, but this
is not true of the smaller engine sizes. In the absence of better information characterizing these
engines, this analysis assumed that 50% of the engines in subcategory 3 A were medium-speed
engines, and half were slow-speed engines. Therefore, the fuel-consumption estimates shown in
Table 6 estimate fuel usage for subcategories 3 A and 3B separately. The fuel-based emission
factors for CI marine engines were then multiplied by the estimated fuel-consumption to obtain
an estimate for the daily emissions for each pollutant in kg per day.
Table 6. Estimated Fuel-Consumption for CI Engines in the U.S. Fleet (tpd)
Vessel Service
Container
Fishing
Passenger
RoRo
Transport
Tug
Utility
Category
2
5
5
-
6
6
5
4
3A
-
13
10
48
31
24
20
3B
56
10
20
40
29
31
12
The daily emissions per ship were multiplied by the number of ships, and by the number
of days per year to estimate annual emissions. However, this estimate represented the unrealistic
scenario where vessels were underway 100% of the time during the year. This study assumed a
conservatively high underway factor of 80% to obtain a final estimate of annual emissions from
U.S. flag ships, based on the authors' knowledge of and experience with oceangoing ships. An
informal telephone survey of several commercial tug and barge operators (Crowley Maritime
Corporation, Foss Maritime Company, American Commercial Barge Lines Company, National
Marine Inc., and the Port of Pittsburgh) confirmed that this assumption was also reasonable for
tugs and utility vessels.
In estimating total nationwide emissions by Method A, two errors are present. This
inventory only includes U.S. flag vessels, and does not address foreign vessels operating in and
around U.S. waterways. This also includes U.S. flag vessels operating anywhere in the world.
The problem of including foreign shipping is addressed through Method B, described in the next
section. Analysis of vessels arriving in U.S. ports carrying foreign cargo [USAGE, 1995] showed
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that 410 U.S. cargo ships (68% of the 597 cargo ships in the U.S. fleet - nearly all of which have
Category 2 and 3 engines) made approximately 13,500 visits from foreign ports (15% of the ship
visits reported by U.S. Customs). This represents an average of 33 visits per ship-year (about 1
every 10 days). The problem of removing U.S. flag vessels that are not operating within U.S.
waterways was corrected by assuming that these U.S. flag vessels spend approximately 30% of
their operating time in U.S. waters (about one day inbound in U.S. waters, one day in harbor, and
one day outbound in U.S. waters). Therefore, estimated emissions were reduced by
approximately 48% (68% - [68% * 30%] = 48%) to "back out" these emissions occurring outside
of U.S. waters. This represents a reasonable upper bound for the number of U.S. vessels
operating outside of U.S. waters, especially for ships that transport both foreign and domestic
cargoes. Estimates for each pollutant, by type of vessel and by EPA Category are presented for
U.S. flag vessels that operate in U.S. waters in Table 7.
2.2 Method B: Foreign and Domestic Cargo Transport Fleet Inventory
Method B (Cargo Method) used cargo movements and waterway data to calculate the
total tons and ton-miles moved by ships annually in and around the U.S. Then the numbers of
"average" cargo ships needed to carry these volumes were estimated and emissions per ton-mile
derived for these hypothetical cargo ships. The annual emissions estimated by this approach are
directly applicable to U.S. trade regions (for both foreign and domestic cargo) and national
shipping lanes, which include the Great Lakes, inland waterways, and coastal shipping lanes
extending to approximately 200 miles from the coasts. Most navigable U.S. waterways are
inventoried in the U.S. Army Corps of Engineers (USAGE) Waterway Link Network. Shipping
lanes and open water passage lanes are represented by over 5,000 line segments, or "links." The
1993 National Waterway Network (NWN) geographic database, developed by the Oak Ridge
National Laboratory, Vanderbilt University, and the National Waterway GIS Design Committee,
includes physical and location information about each of these links [USAGE, 1995]. Ocean
shipping lanes (waterway links) in the NWN data were within 200 miles of U.S. coastlines. The
USAGE Waterborne Commerce Statistics Center (WCSC) tracks commodity movements across
these links by conducting on-going surveys of companies and government agencies [USAGE,
1995]. For this report, 1993 NWN data on the USAGE waterway links were merged with 1993
WCSC shipment data to create a comprehensive picture of cargo movement in and around the
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Table 7. Estimated Annual Pollution for CI Engines in the U.S. Fleet (metric tons)
Vessel Service
Pollutant
Container
NOx (as NOx)
PM
HC
CO (as CO)
Fishing
NOx (as NOx)
PM
HC
CO (as CO)
Passenger
NOx (as NOx)
PM
HC
CO (as CO)
RoRo
NOx (as NOx)
PM
HC
CO (as CO)
Transport
NOx (as NOx)
PM
HC
CO (as CO)
Tug
NOx (as NOx)
PM
HC
CO (as CO)
Utility
NOx (as NOx)
PM
HC
CO (as CO)
Total
NOx (as NOx)
PM
HC
CO (as CO)
Category
2
92
2
4
12
37,193
783
1,566
4,828
-
2,255
47
95
293
1,823
38
77
237
154,898
3,261
6,522
20,110
24,247
510
1,021
3,148
220,507
4,642
9,285
28,627
3
36,085
3,152
995
3,069
9,937
823
284
876
2,362
196
67
208
20,912
1,621
622
1,918
18,019
1,442
526
1,622
26,921
2,052
808
2,492
4,521
319
141
436
118,759
9,604
3,445
10,621
Categories
2 and 3 Total
36,177
3,154
999
3,081
47,129
1,606
1,850
5,704
2,362
196
67
208
23,167
1,668
717
2,211
19,842
1,480
603
1,859
181,820
5,313
7,330
22,602
28,768
829
1,162
3,583
339,266
14,247
12,729
39,248
10
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U.S. The cargo movements in ton-miles for each region were then calculated by summing the
product of the number of tons shipped along each link in a region by the length of that link, as
shown below:
5,000
CG = y LGI *TG
i=\
Equation 1
Where
C
G
L
T
i
Cargo movement in ton-miles
Geographic Region (Ocean, Inland, Great Lakes)
Length (in miles) of link /'
Tonnage (total tons shipped in 1993) of link /
Each link in the NWN and WCSC data for a given geographic region
A summary of these calculations is shown in Table 8. Interestingly, the number of tons
moved on the inland river systems in the U.S. exceeds the number moved on the other
waterways, including the oceans bordering the U.S. (by a factor of 2). Alternatively, the
distances described by waterway links for the oceans exceed the distances on the inland rivers by
nearly a factor of 3. The fact that the ton-miles of cargo moved over inland rivers equal
approximately 65% of the ton-miles of cargo transported in U.S. coastal waters implies that
emissions on the inland waters may be significant. Moreover, since the navigable miles on the
inland rivers equal only about one third of the navigable ocean miles, emissions from these cargo
movements occur in a much smaller area.
Table 8 . Summary of Cargo Movements in 1993 By Major Waterway
Region
Ocean
Great Lakes
Inland Rivers
Unassigned
Total
Distance (miles)"
116,411
8,382
43,566
120
168,478
10 Tons moved
15,968.6
7,662.2
33,055.5
91.9
56,778.2
10 Ton-miles
764.9
85.3
494.4
2.3
1,346.9
a. From NWN data [USAGE, 1995].
b. From WCSC data [USAGE, 1995]. Note that tonnage moved is not the same as tons received or sent by a given
port; the same tons may move across several links, and therefore can be counted in the ton-miles more than
once.
To estimate emissions per ton-mile from commercial marine vessels, the estimated daily
emissions per ship from Method A were used, along with vessel average deadweight tonnage
(DWT) and speed data from Lloyds registry. Deadweight tonnage is a measurement of total
11
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contents of a ship including cargo, fuel, crew, passengers, food, and water aside from boiler
water. Because DWT describes more than the cargo carrying capacity of a ship, the DWT
reported in Lloyds was multiplied by 80% to obtain an estimate of the maximum cargo tons that
could be carried; this is consistent with typical voyage estimating factors [Packard, 1991].
Average DWT for cargo vessels (i.e., containers, roll-on-roll-off ships (RoRo's), and other
transport ships (including dry bulk, tankers, etc.) was computed for all vessels in Lloyds registry
(including U.S. flag) and separately for U.S. flag vessels. The average DWT for cargo ships in
the world fleet is 34,387 DWT; the average DWT for cargo ships in the U.S. flag fleet is 15,454
DWT.
However, ships do not typically operate fully loaded with cargo. Many ships, particularly
tankers, may carry cargo in one direction and return empty (or with ballast only). Other ships
carry cargo both directions, but rarely carry their full capacity. Most ships carry cargo loads that
average 50% to 65% capacity; when cargo capacities exceed 70%, it can be indication that too
few ships are available for the route [Abrams, 1997]. This analysis applied a cargo capacity
factor of 50% to vessels operating on ocean routes, and a 60% cargo capacity factor to inland
rivers and Great Lakes vessels. This is consistent with reported statistics [Wilde Mathews,
1998a]. The higher capacity factor for inland river cargo transport follows from the
understanding that inland vessels are smaller, with shallower drafts and smaller total capacities
per vessel. This fact, combined with the large tonnages moved on inland rivers, implies that
these vessels are loaded to higher capacities than oceangoing and coastwise transport. Moreover,
barges can be added or removed from a group of as many as 35 barges [Wilde Mathews, 1998b],
and therefore barge towboats/pushboats may also transport higher average capacities.
Speed data reported in Lloyds represents the rated design speed of the vessel, similar to
the BHP data. Therefore, marine duty-cycle load factors were applied to speed, in the same way
as for BHP in Section 2.1. The E3 duty cycle was used for heavy-duty marine engines for all
engines [ISO, 1996; Markle and Brown, 1996]. To be consistent with adjustments made to the
maximum BHP load to be 80% of rated BHP, the maximum speed was adjusted by employing
the relationship between horsepower and the cube of the speed [Laurence, 1984]. This resulted
in a maximum speed that is 93% of the rated design speed of the vessel. Average speeds for
cargo ships in the U.S. flag fleet are shown in Table 9. Average speeds for the world fleet are
presented in Table 10.
12
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From this information, the emissions per ton-mile and emissions per year can be
calculated, according to the following equations:
ETM = Ed+(DWT*CCF* V*24) Equation 2
Where
ETM = Emissions per ton-mile
Ed = Emissions per day (from Method A)
DWT = Average DWT per ship
CCF = Cargo capacity factor
(0.5 for oceans, 0.6 for inland rivers and Great Lakes)
V = Average speed of vessel across duty cycle (adjusted for max BHP)
24 = Hours per day to convert ship speed to ship miles per day
Where
EY =
TMY =
EY = ETM * TMY Equation 3
Emissions per year
Ton-miles per year (from Table 8)
Table 9. Average Speed (in knots) of U.S. Fleet Cargo Ships (adjusted for duty cycle)"
Vessel Service
Container
RoRo
Transport
Weighted Average
Category
1
-
6
5
5
2
5
8
7
7
3A
-
10
8
9
3B
10
10
8
9
Weighted
Average
10
9
7
9
a. The average speed of tugs moving barges on inland waters equals 79% of the speed of U.S. cargo vessels; this is
taken as the average speed on the inland rivers.
Table 10. Average Speed (in knots) of World Fleet Cargo Ships (adjusted for duty cycle)
Vessel Service
Container
RoRo
Transport
Weighted Average
Category
1
-
6
5
5
2
6
8
6
6
3A
13
14
12
12
3B
16
14
12
12
Weighted
Average
16
12
11
11
13
-------
To distinguish between domestic and foreign trade, port data indicating the amount of
domestic and foreign cargo was taken from the WCSC data on the US Waterways CD-ROM
[USAGE, 1995]. Here, the cargo tons delivered or shipped from the 179 ports reported in the
data was used, rather than the tons moved along the waterway links. In 1993, 49% of the cargo
delivered to ports in U.S. ocean regions (Atlantic, Pacific, and Gulf Coasts) was domestic. In
Great Lakes, 80% of the trade was domestic; 70% of trade shipped on the inland rivers was
domestic.
To estimate the number of U.S. ships engaged in foreign trade, this analysis used U.S.
Census Bureau data indicating the number of port visits for foreign commerce (i.e., that involved
U.S. Customs) in 1993 [USAGE, 1995]. Some 90,000 ship visits nationwide were reported.
Approximately 15% of these vessels making port visits were registered as U.S. flag ships; this
factor was applied to separate foreign trade into foreign trade carried by U.S. ships and foreign
trade carried by foreign ships. (While 15% of the vessels making visits with foreign cargo were
U.S. flag vessels, this amounted to 68% of the cargo ships in U.S. registered fleet as discussed in
Section 2.1.)
This emission estimate assumes CI marine engines propel all vessels. This assumption is
generally valid for non-U.S.-flag cargo vessels (which are nearly all diesel-propelled), but it is
not true for U.S. flag cargo ships. While ships with steam-turbine engines only account for 6%
of the U.S. flag fleet, they equal 52% of the U.S. flag cargo-carrying vessels. Marine steam-
turbine engines emit significantly less NOx, HC, and CO, and about the same PM as CI marine
engines [Booz Allen & Hamilton, 1991]. This analysis corrected the raw calculations to account
for U.S. steam ships. This was done by taking 52% of the raw estimate and multiplying it by the
ratio of steam-engine-emission factor to diesel-engine-emission factor for each pollutant.
Lastly, these emissions were characterized by engine category. World fleet characteristics
for cargo vessels were assumed to apply to foreign flag vessels transporting cargo in U.S. waters.
Emissions estimated for foreign ships by Method B were distributed according to the percent of
foreign cargo vessels with engines in EPA Categories 1, 2 and 3. Estimates for emissions from
cargo transport are shown by region, domestic versus foreign, in Table 11. Steam engines are
shown separately from diesel engines, and diesel engines in Categories 2 and 3 are shown as a
subset of diesel engines.
14
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Table 11. Emissions from Maritime Transport of Cargo in U.S. Waterways a
U.S. Region
Oceangoing (foreign cargo)
US Ship Engines
All US CI Engines
US Cat. 2 and 3
US Steam/other
Foreign Ship Engines
Foreign Cat. 2 and 3
Oceangoing Total
All Cat. 2 and 3
Coastwise (domestic cargo)
All US CI Engines
US Cat. 2 and 3
US Steam/other
Coastwise Total
Inland Rivers
US Ship Engines
All US CI Engines
US Cat. 2 and 3
US Steam/other
Foreign Ship Engines
Foreign Cat. 2 and 3
Inland Rivers Total
All Cat. 2 and 3
Great Lakes
US Ship Engines
All US CI Engines
US Cat. 2 and 3
US Steam/other
Foreign Ship Engines
Foreign Cat. 2 and 3
Great Lakes Total
All Cat. 2 and 3
NOx
(metric tons
NOx/year)
9,836
8,695
7,993
1,141
103,803
96,325
113,639
104,318
56,535
51,971
7,417
63,952
94,499
83,539
76,795
10,960
32,020
29,713
126,518
106,508
11,556
10,216
9,391
1,340
901
836
12,457
10,227
PM
(metric tons
PM/year)
801
414
397
387
8,448
7,840
9,249
8,237
2,690
2,582
2,515
5,205
4,777
2,468
2,370
2,308
1,619
1,502
6,395
3,872
940
486
467
454
73
68
1,014
535
HC
(metric tons
HC/year)
284
238
217
46
2,999
2,783
3,283
3,000
1,550
1,409
298
1,848
3,368
2,826
2,569
543
1,141
1,059
4,510
3,628
334
280
255
54
26
24
360
279
CO
(metric tons
CO/year)
876
775
705
101
9,248
8,581
10,124
9,286
5,041
4,583
656
5,697
10,386
9,190
8,354
1,196
3,519
3,266
13,906
11,620
1,029
911
828
119
80
74
1,110
903
15
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U.S. Region
Total U.S. Emissions51'
US Ship Engines
All US CI Engines
US Cat. 2 and 3
US Steam/other
Foreign Ship Engines
Foreign Cat. 2 and 3a
Grand Total (All Ships)
All Cat. 2 and 3
NOx
(metric tons
NOx/year)
179,842
158,984
146,151
20,858
136,723
126,874
316,566
273,025
PM
(metric tons
PM/year)
11,723
6,058
5,816
5,665
10,140
9,410
21,863
15,226
HC
(metric tons
HC/year)
5,834
4,895
4,405
940
4,167
3,866
10,001
8,316
CO
(metric tons
CO/year)
17,989
15,917
14,470
2,072
12,847
11,922
30,836
26,392
a. Foreign ship Category 2 and 3 numbers appear in Tables E2 and Table 2 as the estimates of total foreign flag
emissions in U.S. waters.
b. There may be some differences in totals due to rounding of numbers.
c. Emissions estimated to a distance of 200 miles from shore; this is approximately the distance from shore as
most of the major shipping lanes.
By assuming that all foreign flag vessels operating in U.S. waters are cargo vessels, the
emissions estimated for foreign flag cargo vessels can be added to the emissions estimated for
U.S. flag vessels (calculated in Section 2.1) to provide a single nationwide estimate for emissions
from commercial shipping. This relies on the understanding that fishing vessels, tugs, utility
vessels, and most passenger/ferry vessels operating in U.S. waters are U.S. flag vessels. The
possible exception to this understanding would be foreign passenger cruise ships. Emissions
from these relatively few ships are not expected to change the nationwide inventory of ship
emissions.3 In fact, emissions from these ships may only impact port emissions inventories that
are dominated by tourism-related vessel activity.
2.3 Comparing the U.S. Emissions Inventory with a Global Inventory
Previous work can be used to verify that the estimate of nationwide emissions from ships
in U.S. waters provide is reasonable. A global inventory of ship emissions that was developed
independent of the analysis for this report [Corbett and Fischbeck, 1997] can provide a point of
comparison. Because this method derives the traffic densities for ships from the Comprehensive
Ocean-Atmosphere Data Set (COADS), this approach estimates only the coastal emissions (both
oceangoing and some coastwise domestic); it cannot reliably estimate emissions on the Great
3 This analysis estimates that less than 2% of the world fleet of passenger ships are propelled by EPA Category 2
and/or 3 CI marine engines. There are far more passenger ferries than passenger cruise ships in the world fleet.
16
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Lakes, or the inland waterway emissions. In addition, this method was not intended to include
detailed coastwise domestic operations very near the coastlines. Also, the COADS data filtered
out reports from large fishing fleets. Therefore, this provides only a rough check of the sum of
oceangoing and coastwise emissions estimated by Method B.
Global emissions calculations used the following equation to obtain the total emissions from
international shipping:
rl
p = "Y ft. * (p * At ) Equation 4
/=!
Where:
P = Total propulsion emissions.
EI = Fuel-based pollutant emission factor based on engine type.
F = Annual marine fuel (bunkers) used.
A; = Percent of all vessels with each engine type.
i = Engine type (1 = slow-speed, 2 = medium-speed, and 3 = steam/other.
n = 3 engine types for NOx calculation.
Emission rates from Lloyd's were applied to diesel engines (see Table 4). A steam-
turbine emission rate of 8.8 kg NOx/tonne fuel was derived from data in a 1991 study by TRC
Environmental Consultants, Inc. [Hottenstein, 1991]. Since more than 95% of ships in the world
fleet use CI marine engines and the emission rates are higher for CI engines than for boilers, the
resulting estimates reasonably represent CI emission estimates for practical purposes. The
annual estimates for global NOx emissions were calculated by weighting the yearly marine-fuel
use by the actual percent of marine engines of each type (slow-speed diesel, medium-speed
diesel, and steam turbine). The average estimate for annual NOx emissions is simply the average
of the estimates for each year: 10.12 million metric tons of NOx/yr. Global emissions (average
estimates) were divided by the total annual COADS ship observations to get the average
emissions per observation. This value was then multiplied by the number of observations in each
2° x 2° grid location to map the distribution of global marine emissions. (More discussion of this
method is available [Corbett andFischbeck, 1997; Corbett et al., 1998].)
U.S. coastal emissions are simply the sum of the emissions estimated in each grid cell
adjoining the coasts in the Atlantic, Pacific, and Gulf regions. Table 12 illustrates this approach
for NOx emissions, including approximate distances from the U.S. coastlines in kilometers and
17
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miles. Shipping links described in Method B generally correspond to a distance between 1 and
V/2 grid cells of the U.S. coastline. Table 13 shows all pollutants considered. If V/2 grid cells are
used, these estimates are within 13% to 25% of the overall coastal emissions (the sum of
oceangoing and coastwise emissions for all engine types) from cargo ships in U.S. waters
presented in Table 11.
Table 12. Summary of NOx Emissions Near U.S. Coastlines From Previous Work
Number of Cells
from U.S. Coasts
3 Grid Cells
2 Grid Cells
l'/2 Grid Cells
1 Grid Cell
NOx Emissions
(103 tons NOx/yr)
516.2
319.0
203.9
88.7
Approximate
Distance (km)
667
444
333
222
Approximate
Distance (mi)
414
276
207
138
Emissions as a
% of Global
5%
3%
2%
1%
Table 13. Emissions Within Approximately 200 Miles of U.S. Coastline
Oceangoing/Coastwise
10J kg NOx/yr
203.9
10JkgPM/yr
17.2
10JkgHC/yr
6.9
10JkgCO/yr
21.2
3. ENGINE TYPES IN EPA CATEGORIES
Engine manufacturer and model data were available for some of the U.S. flag vessels in
the Lloyds register data [LMIS, 1996]. Appendix 7.3 presents this data by vessel type and EPA
Category. Ships with engines in EPA Category 2 are listed in Table 16. Those with engines in
EPA Category 3 (shown as Category 3A, corresponding to cylinder displacements equal to 20
liters and less than 60 liters, and as Category 3B, corresponding to cylinder displacements equal
to and greater than 60 liters) in Table 17. It should be noted that these tables show the number of
vessels with each engine type; the number of engines per vessel was not reported in the data
available. No other engine-specific data is provided in the Lloyds data fields that we use in our
research, although Lloyds Registry may have that information. Engine-specific information,
such as bore, stroke, rpm, etc., was obtained from manufacturer sources such as websites, and
telephone conversations with manufacturer representatives. Some engine manufacturers were
not located, perhaps because the engines are foreign, or no longer manufactured; in some cases
engine manufacturers have consolidated or split into separate corporations. Engines that were
18
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not categorized are presented in Table 18. This analysis focused on defining cylinder
displacement so that engines could be classified by EPA Category. Other data (e.g.,
turbocharging, aftercooling, etc.) were not consistently available and are not reported.
4. ENGINE REPLACEMENT RATES
Important considerations in developing regulations for CI marine engines include how
quickly ships and/or their engines are replaced, and how fast the fleet may be growing. If
emissions regulations apply primarily to new engines, then the impact on actual emissions
depends on the rate at which emission controls are introduced through engine replacements.
Engine replacement is a function of two primary factors: 1) The number of ships retired from
service and scrapped; and 2) The number of new vessels built and placed in service. (A
secondary factor in estimating engine replacement rates is replacement of engines on existing
vessels without scrapping the ship itself. As of now, we have no direct information on engine
replacement rates of this sort.) In recent years, approximately 1% of the world fleet greater than
1,000 GRT was demolished (broken-up) annually while new ships in this group accounted for
approximately 3% of the world fleet [UNCTAD, 1995]; therefore the net growth of the world
fleet is currently about 2% per year.
Moreover, the U.S. fleet has not been building at the same rate as the world fleet (see
Figure 1). The U.S. flag fleet has lagged the pace of the world fleet in both of these aspects
during the last decade, at least. From data shown in Figure 1, it can be seen that the U.S. fleet
construction rate has been less than 15 ships per year since 1983, whereas world fleet
construction has averaged about 1,500 ships per year. In other words, U.S. fleet construction has
equaled -0.5% of the approximately 5,300 ships in the U.S. fleet compared to world fleet
construction of-2% of the approximately 86,000 ships in the world fleet.
The world-fleet average age of a vessel when demolished is shown for recent years in
Table 14 [UNCTAD, 1995]. The average age of the U.S. Fleet, by vessel type, is shown in Table
15; it is clear that the U.S. fleet is significantly older than the world average. It is reasonable to
believe the U.S. flag fleet may increase its rate of fleet replacement in coming years, to stay
competitive with the world fleet vessel construction. However, there is insufficient evidence to
expect the U.S. fleet replacement rate to exceed the world fleet replacement rate of
approximately 2% per year. Under current market and policy conditions (e.g., U.S. versus
foreign labor rates for merchant vessel crews, and the Jones Act), there are limited economic
19
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incentives to modernize the U.S. flag fleet at the world fleet replacement rate. Therefore, the 2%
per year world fleet replacement rate assumption would imply at most the construction of 1,000
additional ships of 100 GRT or greater over a ten-year period (2000-2010). However, only 503
ships have been built in the U.S. during the twenty-two year period of 1975 to 1996 (see Figure
1). Therefore, a more realistic upper bound might be 250 ships (100 GRT or greater) built over a
ten-year period (2000-2010).
Ship Construction Summary
(Vessels Greater than 100 GRT)
3000
1/1
Q.
<&
Year
•US Construction (Marad) —x—- World Ships Delivered (Lloyds)
Figure 1. Comparison of New Shipbuilding in U.S. Flag and World Fleets
[Lloyd's_Register, 1970-1994; MARAD, 1996]
Table 14. Average Age of Broken-up Ships Greater Than 1,000 GRT by Vessel Type
During 1986-1994
Year
1986
1987
1988
1989
1990
1991
1992
1993
1994
Tankers
21.3
24.4
24.6
24.9
26.4
25.3
25.8
24.7
24.6
Dry Bulk
19.4
19.8
22.4
23.1
21.7
22.0
22.9
24.0
24.1
Containers
21.7
24.9
25.1
27.2
19.5
19.0
19.1
22.9
24.0
General Cargo
23.6
23.8
24.2
25.5
25.1
24.8
25.7
26.4
27.1
20
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Table 15. Average Year Built for the 1996 U.S. Fleet Greater Than 100 CRT [LMIS, 1996]
Vessel Service
Container
Fishing
Passenger
RoRo
Transport
Tug
Utility
U.S. Fleet Average
Average Year Built
1978
1975
1959
1974
1964
1969
1976
1973
Average Age in 1996
18
21
37
22
32
27
20
23
5. SUMMARY
A commercial marine emissions inventory was developed that estimates the emissions of
NOx, PM, HC, and CO from U.S. flag and foreign flag vessels operating in U.S. waters. This
inventory is characterized by vessel service type and by EPA Category (representing engine
cylinder displacement). Emissions from commercial vessels that carry cargo were estimated by
region, including oceangoing (international), coastwise (domestic), inland river system, and
Great Lakes. Emissions from cargo transport on the U.S. inland rivers equals nearly 70% of the
total emissions from oceangoing and coastwise cargo transportation on all three coastlines.
Oceangoing and coastal emissions estimated for cargo ships were compared with emission
derived from previous work estimating global shipping emissions. Auxiliary engine emissions
were not considered in this analysis. Engine-specific data available from the Lloyds dataset is
provided, including engine manufacturer and model number. The U.S. fleet replacement rate is
lower than the rate of replacement in the world fleet, and is not expected to increase construction
beyond the world fleet replacement rate of approximately 2% per year under current market and
policy conditions.
6. REFERENCES
Abrams, A., Ship Cargo Capacity Tightens in 2nd Quarter, in Journal of Commerce,
Washington, DC, 1997.
Booz Allen & Hamilton, Commercial Marine Vessel Contributions to Emission Inventories:
Draft Final Report, Booz, Allen & Hamilton, Inc., Los Angeles, CA, 1991.
Carlton, J.S., S.D. Danton, R.W. Gawen, K.A. Lavender, N.M. Mathieson, A.G. Newell, G.L.
Reynolds, A.D. Webster, C.M.R. Wills, and A.A. Wright, Marine Exhaust Emissions
Research Programme, Lloyd's Register Engineering Services, London, 1995.
Corbett, J.J., and P.S. Fischbeck, Emissions From Ships, Science, 278 (5339), 823-824, 1997.
21
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Corbett, J.J., P.S. Fischbeck, and S.N. Pandis, Global Nitrogen and Sulfur Emissions Inventories
for Oceangoing Ships, Journal of Geophysical Research., under review, 1998.
DOT, Merchant Vessels of the United States (Raw data only) (on CD-ROM), NTIS, National
Technical Information Service, Washington, DC, 1998.
EPA, AP-42: Compilation of Air Pollutant Emission Factors, U.S. Environmental Protection
Agency, Research Triangle Park, NC, 1997.
Evans, J.J., and P.B. Marlow, Quantitative Methods in Maritime Economics., 282 pp., Fairplay
Publications Ltd., Coulsdon, Surrey, UK, 1990.
Ewart, W.D., Bunkers, 72 pp., Fairplay Publications Ltd., Surrey CR3 2HR, UK, 1982.
Harrington, R.L., Marine Engineering, pp. 953, Society of Naval Architects and Marine
Engineers, Jersey City, NJ, 1992.
Heywood, J.B., Internal Combustin Engine Fundamentals, 930 pp., McGraw-Hill, Inc., New
York, NY, 1988.
Hottenstein, L.N., Ship Emissions Control Study for the Ports of Long Beach and Los Angeles:
Marine Vessel Emissions While Hotelling in Port and Evaluation of Alternative NOx
Control Technologies, TRC Environmental Consultants, Inc., Mission Viejo, CA, 1991.
ISO, Reciprocating Internal Combustion Engines — Exhaust Emission Measurement — Part 4:
Test Cycles for Different Engine Applications, International Organization for
Standardization, Geneva, Switzerland, 1996.
Laurence, C.A., Vessel Operating Economies, 55 pp., Fairplay Publications Ltd., Coulsdon,
Surrey, UK, 1984.
LMIS, Dataset of Ships 100 GRT or Greater, Lloyd's Maritime Information Services, Stamford,
CT, 1996.
Lloyd's Register, Merchant Shipbuilding Return, Lloyd's Register of Shipping, London, UK,
1970-1994.
MARAD, Outlook for the U.S. Shipbuilding and Repair Industry, Maritime Administration, U.S.
Department of Transportation, Office of Ship Construction, Washington, DC, 1996.
Markle, S.P., and AJ. Brown, Naval Ship Engine Exhaust Emission Characterization, Naval
Engineers Journal, JOS (5), 37-47, 1996.
Osborne, A., Modern Marine Engineer's Manual, Cornell Maritime Press, Centreville, MD,
1943.
Packard, W.V., Voyage Estimating, 79 pp., Fairplay Publications Ltd., Coulsdon, Surrey, UK,
1991.
Turpin, E.A., and W.A. McE wen, Merchant Marine Officer's Handbook, Cornell Maritime
Press, Inc., Centreville, MD, 1965.
UNCTAD, Review of Maritime Transport 1994, United Nations, New York and Geneva, 1995.
USAGE, United States Waterway Data, Bureau of Transportation Statistics, U.S. Department of
Transportation, Oak Ridge, Tennessee, 1995.
Wilde Mathews, A., Cargo from Asia Overwhelms Transport, in Wall Street Journal, New York,
NY, 1998a.
Wilde Mathews, A., Jet-Age Anomalies, Slowpoke Barges Do Brisk Business, in Wall Street
Journal, New York, NY, 1998b.
22
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7. APPENDICES
7.1 Method A: Ship Operations Method for 1996 (Pages A2-A8)
7.2 Method B: Cargo Method using 1993 Cargo Trade Data (Pages A9-A18)
7.3 Engine Manufactures and Engine Models in U.S. Flag Fleet (Pages A19-A31)
Al
-------
7.1 METHOD A: Ship Operations Method
1996 U.S. Flag Fleet CI Marine Engines, By EPA Category
Count of Ships
Vessel Service
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Grand Total
Category
Uncategorized
3
1926
20
45
82
760
277
3113
1
766
4
3
5
98
241
1117
2
1
74
11
14
391
98
589
3A
2
1
8
12
9
4
36
3B
47
10
2
13
27
8
3
110
Not Diesel
36
14
17
279
3
27
376
Grand Total
87
2778
41
97
419
1269
650
5341
58%
21%
11%
1%
2%
7%
Expected distribution of uncategorized vessels with
Count of Ships
Vessel Service
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Count of ships
CI Marine
Engines by
EPA Category
Category
1
2,498
8
6
6
244
420
3,182
2
1
241
21
17
975
171
1,426
3A
7
2
15
15
22
7
68
3B
49
33
4
24
34
20
5
168
Count of
ships
50
2,778
14
65
72
1,262
603
4,843
Category 3 A engines are equal to or greater than 20 liters per cylinder and less than 60 liters per cylinder; Category 3B engines are
greater than or equal to 60 liters per cylinder.
A2
-------
1996 U.S. Flag Fleet Fuel-Consumption Estimates (from BFtP in metric tons per day)
Average of tpd
Vessel Service
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Weighted Ave
Category
Uncategorized
36
12
36
45
33
14
15
17
1 2 3A 3B
19 101
9 17 23 18
17 18 36
23 87 74
15 22 56 53
10 17 44 56
10 16 36 22
10 17 55 72
Weighted Ave
96
14
32
53
40
16
13
20
fuel use per day-ship (adjusted for
max load)
Vessel Service
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Average of tpd
Category
1 2 3A 3B
15 - 81
7 13 18 14
13 - 14 29
18 69 59
12 17 45 42
8 14 35 44
8 12 29 18
Weighted
Average
77
11
25
42
32
13
10
fuel use per day-ship (with marine
duty cycle)
Vessel Service
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Average of tpd
Category E5 Cycle E5 Cycle E3 Cycle E3 Cycle
1 2 3A 3B
10 - 56
5 9 13 10
9 - 10 20
13 48 40
8 12 31 29
6 10 24 31
5 9 20 12
Weighted
Average
55
5
12
30
23
9
7
Weighted Ave 5 9 29 34 8
Max load = 80%
max power
80%
80%
80%
80%
80%
80%
80%
A3
-------
1996 World Fleet CI Marine Engines, by EPA Category
World Ships Emission Inventory
Number of ships
Vessel Service
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Grand Total
Category
?
983
19,895
2,824
2,116
30,685
7,004
5,603
69,110
1 2 3A 3B
2 38 800
2,511 619 320 145
544 35 230 39
92 87 210 191
371 378 1,018 3,594
847 1,170 180 115
1,190 322 110 67
5,555 2,613 2,106 4,951
Grand Total
1,823
23,490
3,672
2,696
36,046
9,316
7,292
84,335
Statistical distribution of world fleet by engine category
Number of ships
Vessel Service
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Grand Total
Category
? 1 2 3A 3B
4 82 1,736
16,407 4,045 2,091 947
2,356 152 996 169
428 404 976 888
2,495 2,542 6,845 24,165
3,413 4,714 725 463
5,138 1,390 475 289
30,235 13,251 12,190 28,658
Grand Total
1,823
23,490
3,672
2,696
36,046
9,316
7,292
84,335
A4
-------
1996 NOx Emission Estimates (fuel-based)
(kg NOx/tonne fuel)
87 Slow Speed emission factor
57
Medium Speed emission factor
68% ships in U.S. fleet involved in foreign trade,
Waterways CD)
All Category 1, 2 use Medium-speed emission factors
half 3A use Medium-speed, half use Slow-speed factors
currently upper bound emissions factors
similar to AP-42 factors
assume they spend 30% time in U.S. waters (from Census data on
kg NOx per
day-ship
Vessel Service
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Category
12 3A 3B
304 - 2,539
286 528 906 863
521 - 709 1,717
376 1,802 1,844
247 359 1,158 1,324
315 544 1,744 2,660
312 486 1,414 1,075
Weighted
Average
2,492
315
890
1,215
964
555
381
Weighted column average 291 530 1,483 1,821 431
Assume 80% of the time underway
Estimated annual
emissions
Vessel Service kg NOx/yr
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Category
12 3A 3B
92,007 - 36,085,495
208,365,719 37,192,614 1,725,533 8,211,745
1,188,750 - 404,118 1,958,047
2,254,833 7,851,187 13,060,875
448,424 1,822,588 5,043,205 12,976,166
22,470,502 154,898,115 11,429,244 15,492,259
38,240,282 24,246,987 2,878,947 1,641,764
Total
36,177,501
255,495,611
3,550,915
23,166,895
20,290,383
204,290,119
67,007,980
Total 270,713,677 220,507,144 29,332,232 89,426,350 609,979,403
U.S. Fleet in
U.S. Waters
52%
100%
100%
52%
52%
100%
100%
Percent
underway
80%
80%
80%
80%
80%
80%
80%
A5
-------
1996 PM Emission Estimates (fuel-based)
(kg PM/tonne fuel)
7.6 Slow Speed emission factor
1.2
Medium Speed emission factor
All Category 1, 2 use Medium-speed emission factors
half 3A use Medium-speed, half use Slow-speed factors
currently upper bound emissions factors
similar to AP-42 factors
; (from Census data)
U.S. Fleet in
U.S. Waters
68% ships in U.S. fleet involved in foreign trade, assume they spend 30% time in U.S. waters (from Censu
kg PM per day-
ship
Vessel Service
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Data
Category
1 2 3A 3B
6 - 222
6 11 55 75
11 - 43 150
8 110 161
5 8 71 116
7 11 107 232
7 10 86 94
Weighted
Average
217
7
55
88
71
16
9
Weighted column average 6 11 91 159 14
Assume 80% of the time underway
Estimated annual
emissions
Vessel Service kg PM/yr
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Category
1 2 3A 3B
1,937 - 3,152,296
4,386,647 783,002 105,449 717,348
25,026 - 24,696 171,048
47,470 479,795 1,140,950
9,441 38,370 308,196 1,133,550
473,063 3,261,013 698,454 1,353,347
805,059 510,463 175,936 143,418
Total
3,154,233
5,992,446
220,770
1,668,215
1,489,557
5,785,877
1,634,876
Total 5,699,235 4,642,256 1,792,525 7,811,957 19,945,973
52%
100%
100%
52%
52%
100%
100%
Percent
underway
80%
80%
80%
80%
80%
80%
80%
A6
-------
1996 HC Emission Estimates (fuel-based)
(kg HC/tonne fuel)
2.4 Slow Speed emission factor
2.4
Medium Speed emission factor
All Category 1, 2 use Medium-speed emission factors
half 3A use Medium-speed, half use Slow-speed factors
currently upper bound emissions factors
similar to AP-42 factors
68% ships in U.S. fleet involved in foreign trade, assume they spend 30% time in U.S. waters (from Census data)
U.S. Fleet in
U.S. Waters
kg HC per day-
ship
Vessel Service
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Data
Category
1 2 3A 3B
13 - 70
12 22 30 24
22 - 24 47
16 60 51
10 15 39 37
13 23 58 73
13 20 47 30
Weighted
Average
69
13
29
38
30
22
16
Weighted column average 12 22 49 50 17
Assume 80% of the time underway
Estimated annual
emissions
Vessel Service kg HC/yr
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Category
1 2 3A 3B
3,874 - 995,462
8,773,293 1,566,005 57,518 226,531
50,053 - 13,471 54,015
94,940 261,706 360,300
18,881 76,741 168,107 357,963
946,126 6,522,026 380,975 427,373
1,610,117 1,020,926 95,965 45,290
Total
999,336
10,623,347
117,538
716,947
621,692
8,276,500
2,772,298
Total 11,398,471 9,284,511 977,741 2,466,934 24,127,657
52%
100%
100%
52%
52%
100%
100%
Percent
underway
80%
80%
80%
80%
80%
80%
80%
A7
-------
1996 CO Emission Estimates
(kg CO/tonne fuel)
7.4 Slow Speed emission factor
7.4
Medium Speed emission factor
All Category 1, 2 use Medium-speed emission factors
half 3A use Medium-speed, half use Slow-speed factors
currently upper bound emissions factors
similar to AP-42 factors
68% ships in U.S. fleet involved in foreign trade, assume they spend 30% time in U.S. waters (from Census data)
U.S. Fleet in
U.S. Waters
kg CO per day-
ship
Vessel Service
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Data
Category I
1 2 3A 3B
39 - 216
37 69 93 73
68 - 73 146
49 185 157
32 47 119 113
41 71 179 226
40 63 145 91
Weighted
Average
212
40
91
116
91
69
49
Weighted column average 38 69 152 155 53
Assume 80% of the time underway
Estimated annual
emissions
Vessel Service kg CO/yr
CONTAINER
FISHING
PASSENGER
RORO
TRANSPORT
TUG
UTILITY
Category
1 2 3A 3B
11,945 - 3,069,341
27,050,988 4,828,515 177,346 698,470
154,329 - 41,534 166,547
292,733 806,928 1,110,925
58,216 236,617 518,329 1,103,720
2,917,223 20,109,580 1,174,672 1,317,732
4,964,528 3,147,854 295,892 139,644
Total
3,081,286
32,755,320
362,410
2,210,585
1,916,882
25,519,208
8,547,918
Total Average 35,145,284 28,627,243 3,014,702 7,606,379 74,393,608
52%
100%
100%
52%
52%
100%
100%
Percent
underway
80%
80%
80%
80%
80%
80%
80%
A8
-------
7.2 Method B: Cargo Method using 1993 Cargo Trade Data
NOx Emissions (as NOx) Before Adjustments for Steam (non-CI) Engines in U.S. Fleet
Oceans (Foreign and Domestic)
1,691
34,837
0.5
308
0.00031
764,927,137,344
240,949,607
49%
51%
Great Lakes
1,691
34,837
0.6
308
0.00026
85,256,307,371
22,379,554
81%
19%
kg NOx per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on ocean/coastwise
kg emissions per year
Coastwise (domestic tons)
Oceangoing (foreign tons)
kg NOx per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on Great Lakes
kg emissions per year
domestic tons
foreign tons
Inland Rivers (Uses U.S. Fleet Emissions for
Category 1, 2, 3A Engines)
744
15,454
0.6
191
0.00042
494,368,733,957
207,661,859
70%
30%
kg NOx per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on Inland Rivers
kg emissions per year
domestic tons
foreign tons
470,991,020
281,435,600
189,555,420
total national
total domestic
foreign
Miles per day were converted from nautical miles to statute miles for these calculations.
A9
-------
PM Emissions Before Adjustments for Steam (non-CI) Engines in U.S. Fleet
Oceans (Foreign and Domestic)
138
34,837
0.5
308
0.00003
764,927,137,344
19,610,143
49%
51%
Great Lakes
138
34,837
0.6
308
0.00002
85,256,307,371
1,821,403
81%
19%
kg PM per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on ocean/coastwise
kg emissions per year
Coastwise (domestic tons)
Oceangoing (foreign tons)
kg PM per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on Great Lakes
kg emissions per year
domestic tons
foreign tons
Inland Rivers (Uses U.S. Fleet Emissions for
Category 1, 2, 3A Engines)
38
15,454
0.6
191
0.00002
494,368,733,957
10,496,888
70%
30%
kg PM per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on Inland Rivers
kg emissions per year
domestic tons
foreign tons
31,928,433
18,447,527
13,480,906
total national
total domestic
foreign
Miles per day were converted from nautical miles to statute miles for these calculations.
A10
-------
HC Emissions Before Adjustments for Steam (non-CI) Engines in U.S. Fleet
Oceans (Foreign and Domestic)
49
34,837
0.5
308
0.00001
764,927,137,344
6,961,848
49%
51%
Great Lakes
49
34,837
0.6
308
0.00001
85,256,307,371
646,621
81%
19%
kg HC per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on ocean/coastwise
kg emissions per year
Coastwise (domestic tons)
Oceangoing (foreign tons)
kg HC per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on Great Lakes
kg emissions per year
domestic tons
foreign tons
Inland Rivers (Uses U.S. Fleet Emissions for
Category 1, 2, 3A Engines)
27
15,454
0.6
191
0.00001
494,368,733,957
7,402,403
70%
30%
kg HC per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on Inland Rivers
kg emissions per year
domestic tons
foreign tons
15,010,872
9,107,752
5,903,120
total national
total domestic
foreign
Miles per day were converted from nautical miles to statute miles for these calculations.
All
-------
CO Emissions (as CO) Before Adjustments for Steam (non-CI) Engines in U.S. Fleet
Oceans (Foreign and Domestic)
151
34,837
0.5
308
0.00003
764,927,137,344
21,465,698
49%
51%
Great Lakes
151
34,837
0.6
308
0.00002
85,256,307,371
1,993,748
81%
19%
kg CO per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on ocean/coastwise
kg emissions per year
Coastwise (domestic tons)
Oceangoing (foreign tons)
kg CO per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on Great Lakes
kg emissions per year
domestic tons
foreign tons
Inland Rivers (Uses U.S. Fleet Emissions for
Category 1, 2, 3A Engines)
82
15,454
0.6
191
0.00005
494,368,733,957
22,824,077
70%
30%
kg CO per day-cargo-ship
Ave DWT per ship
cargo capacity factor
miles per day
kg emissions per ton-mile
ton-miles on Inland Rivers
kg emissions per year
domestic tons
foreign tons
46,283,524
28,082,236
18,201,288
total national
total domestic
foreign
Miles per day were converted from nautical miles to statute miles for these calculations.
A12
-------
Rough Emissions using Cargo Method (assumes all cargo carried by Cl Engines)
kg NOx per kg PM per kg HC per kg CO per
year year year year
Region NOx
Oceangoing (foreign tons) 122,084,298
US Flag Cl Engines 1 8,281 ,433
Foreign Flag Cl Engines 103,802,866
Coastwise (domestic tons) 1 1 8,865,309
Inland Rivers 207,661,859
US Flag Cl Engines 175,642,270
Foreign Flag Cl Engines 32,019,589
Great Lakes 22,379,554
US Flag Cl Engines 21 ,478,650
Foreign Flag Cl Engines 900,904
Total Nationwide Emissions 470,991,020
US Flag Cl Engines 334,267,661
Foreign Flag Cl Engines 136,723,359
PM
9,936,063
1,487,869
8,448,194
9,674,080
10,496,888
8,878,362
1,618,526
1,821,403
1,748,081
73,322
31,928,433
21,788,392
10,140,041
HC
3,527,428
528,212
2,999,215
3,434,420
7,402,403
6,261,019
1,141,384
646,621
620,591
26,030
15,010,872
10,844,243
4,166,630
CO
10,876,236
1,628,655
9,247,581
10,589,463
22,824,077
19,304,810
3,519,267
1,993,748
1,913,488
80,260
46,283,524
33,436,416
12,847,108
A13
-------
Estimated number of cargo ships in world fleet
Number of cargo ships
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1
299
1,746
2,046
2
3
283
1,779
2,065
3A
58
683
4,791
5,532
3B
1,215
621
16,916
18,752
Grand Total
1,276
1,887
25,232
28,396
7%
7%
19%
66%
Foreign emissions in U.S. estimated by
EPA Category
Kg NOx per year
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1
1,441,355
8,407,685
9,849,040
2
14,629
1,363,020
8,566,320
9,943,970
3A
277,960
3,290,049
23,070,143
26,638,152
3B
5,851,788
2,992,378
81,448,030
90,292,196
Grand Total
6,144,378
9,086,803
15,231,181
136,723,359
Without Category 1 engines
Kg NOx per year
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1 2
14,629
1,363,020
8,566,320
- 9,943,970
3A
277,960
3,290,049
23,070,143
26,638,152
3B
5,851,788
2,992,378
81,448,030
90,292,196
Grand Total
6,144,378
7,645,448
13,789,826
126,874,319
Note: There is a potential error due to differences in emission rates for different engine types. This
error (which would increase the estimates for Category 3 engine emissions and decrease the estimates
for Category 2 engine emissions) is assumed to be offsetting and/or small because of the few numbers
of category 1 and 2 engines involved in cargo transport.
A14
-------
Estimated number of cargo ships in world fleet
Number of cargo ships
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1
299
1,746
2,046
2
3
283
1,779
2,065
3A
58
683
4,791
5,532
3B
1,215
621
16,916
18,752
Grand Total
1,276
1,887
25,232
28,396
Foreign emissions in U.S. estimated by
EPA Category
Kg PM per year
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1
106,898
623,553
730,451
2
1,085
101,088
635,318
737,491
3A
20,615
244,005
1,710,989
1,975,610
3B
433,996
221,929
6,040,565
6,696,490
Grand Total
455,696
673,920
1,129,615
10,140,041
Without Category 1 engines
Kg PM per year
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1 2
1,085
101,088
635,318
737,491
3A
20,615
244,005
1,710,989
1,975,610
3B
433,996
221,929
6,040,565
6,696,490
Grand Total
455,696
567,022
1,022,718
9,409,591
Note: There is a potential error due to differences in emission rates for different engine types. This
error (which would increase the estimates for Category 3 engine emissions and decrease the estimates
for Category 2 engine emissions) is assumed to be offsetting and/or small because of the few numbers
of category 1 and 2 engines involved in cargo transport.
A15
-------
Estimated number of cargo ships in world fleet
Number of cargo ships
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1
299
1,746
2,046
2
3
283
1,779
2,065
3A
58
683
4,791
5,532
3B
1,215
621
16,916
18,752
Grand Total
1,276
1,887
25,232
28,396
Foreign emissions in U.S. estimated by
EPA Category
Kg HC per year
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1
43,925
256,223
300,148
2
446
41,538
261,058
303,041
3A
8,471
100,264
703,060
811,795
3B
178,333
91,192
2,482,120
2,751,645
Grand Total
187,249
276,919
464,169
4,166,630
Without Category 1 engines
Kg HC per year
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1 2
446
41,538
261,058
303,041
3A
8,471
100,264
703,060
811,795
3B
178,333
91,192
2,482,120
2,751,645
Grand Total
187,249
232,994
420,243
3,866,481
Note: The potential error described on the previous worksheets does not apply here because
calculations for all engines use the same emission factor for this pollutant.
A16
-------
Estimated number of cargo ships in world fleet
Number of cargo ships
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1
299
1,746
2,046
2
3
283
1,779
2,065
3A
58
683
4,791
5,532
3B
1,215
621
16,916
18,752
Grand Total
1,276
1,887
25,232
28,396
Foreign emissions in U.S. estimated by
EPA Category
Kg CO per year
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1
135,436
790,022
925,458
2
1,375
128,075
804,928
934,378
3A
26,118
309,147
2,167,769
2,503,034
3B
549,859
281,177
7,653,203
8,484,239
Grand Total
577,352
853,835
1,431,187
12,847,108
Without Category 1 engines
Kg CO per year
Vessel Service
CONTAINER
RORO
TRANSPORT
Grand Total
1 2
1,375
128,075
804,928
934,378
3A
26,118
309,147
2,167,769
2,503,034
3B
549,859
281,177
7,653,203
8,484,239
Grand Total
577,352
718,399
1,295,751
11,921,650
Note: The potential error described on the previous worksheets does not apply here because
calculations for all engines use the same emission factor for this pollutant.
A17
-------
Cargo Method emissions adjustments: Previous calculations are adjusted to account for steam
plants in U.S. fleet and to highlight Category 2 and 3 engines. See text for calculation details.
Region NOx
Oceangoing 1 1 3,638,624
Categories 2 and 3 only 104,318,416
US Cargo Ships all engines 9,835,758
Diesel Engines 8,694,997
Categories 2 and 3 only 7,993, 121
Steam Engines 1,140,761
Foreign Vessels 103,802,866
Categories 2 and 3 only 96,325,295
Coastwise (domestic) 63,951 ,794
Diesel Engines 56,534,599
Categories 2 and 3 only 51,971,025
Steam Engines 7,417,195
Inland Rivers 126,518,467
Categories 2 and 3 only 106,508,416
US Cargo Ships all engines 94,498,878
Diesel Engines 83,538,800
Categories 2 and 3 only 76,795,399
Steam Engines 10,960,078
Foreign Vessels 32,019,589
Categories 2 and 3 only 29,713,018
Great Lakes 12,456,826
Categories 2 and 3 only 1 0,227,034
US Cargo Ships all engines 1 1 ,555,922
Diesel Engines 10,215,654
Categories 2 and 3 only 9,391,028
Steam Engines 1,340,268
Foreign Vessels 900,904
Categories 2 and 3 only 836,006
Total Nationwide Emissions 316,565,710
Categories 2 and 3 only 273,024,892
US Cargo Ships all engines 1 79,842,352
Diesel Engines 158,984,050
Categories 2 and 3 only 146,150,573
Steam Engines 20,858,302
Foreign Vessels 136,723,359
Categories 2 and 3 only 126,874,319
PM
9,248,696
8,236,776
800,502
413,656
397,158
386,846
8,448,194
7,839,618
5,204,839
2,689,578
2,582,309
2,515,261
6,395,253
3,871,840
4,776,727
2,468,353
2,369,907
2,308,374
1,618,526
1,501,933
1,013,822
534,656
940,501
486,000
466,616
454,501
73,322
68,040
21,862,610
15,225,581
11,722,569
6,057,587
5,815,990
5,664,982
10,140,041
9,409,591
HC
3,283,404
2,999,898
284,188
238,410
216,735
45,778
2,999,215
2,783,163
1,847,783
1,550,134
1,409,204
297,650
4,509,931
3,628,172
3,368,547
2,825,926
2,569,009
542,622
1,141,384
1,059,163
359,920
278,795
333,890
280,105
254,640
53,785
26,030
24,155
10,001,038
8,316,069
5,834,409
4,894,574
4,449,588
939,834
4,166,630
3,866,481
CO
10,123,828
9,286,246
876,247
775,313
704,826
100,934
9,247,581
8,581,420
5,697,332
5,041,063
4,582,758
656,269
13,905,622
11,620,216
10,386,355
9,189,963
8,354,464
1,196,392
3,519,267
3,265,752
1,109,753
902,570
1,029,493
910,907
828,092
118,586
80,260
74,478
30,836,535
26,391,791
17,989,427
15,917,246
14,470,141
2,072,181
12,847,108
11,921,650
A18
-------
7.3 Engine Manufactures and Engine Models in the U.S. Flag
Table 16. Category 2 Engine Manufacturer Data, by Vessel Service
Count of Engine
Vessel Service Engine Design
CONTAINER Alco
Alco Total
CONTAINER Total
Engine
12V251C
Category
2
Grand Total
1 1
1 1
1 1
Count of Engine
Vessel Service Engine Design
FISHING Alco
Alco Total
Caterpillar
Caterpillar Total
Deutz
Deutz Total
Fairbanks, Morse
Fairbanks, Morse Tot;
General Motors
General Motors Total
MWM
MWM Total
FISHING Total
Engine
16V251F
18V251F
3608TA
3612TA
SBV6M628
4-38D8-1/8
d
12-567-BC
12-645-E2
12-645-E5
12-645-E6
16-567-BC
16-645-E2
16-645-E5
16-645-E6
16-645-E7B
20-645-E5
20-645-E6
20-645-E7
20-645-E7B
8-645-E7B
TBD441V16
Category
2
2
2
4
2
2
3
2
14
1
2
3
7
1
2
1
18
4
2
62
4
4
74
Grand Total
2
2
4
2
2
3
2
14
1
2
3
7
1
2
1
18
4
2
62
4
4
74
Count of Engine
Vessel Service
RORO
RORO Total
Engine Design
General Electric
General Electric Total
General Motors
General Motors Total
Engine
7FDM12
12-567-BC
12-645-E6
12-645-E7B
16-645-E7B
Category
2
3
3
1
3
2
2
8
11
Grand Total
3
3
1
3
2
2
8
11
A19
-------
Count of Engine
Vessel Service
TRANSPORT
TRANSPORT Tc
Engine Design
Alco
Alco Total
Fairbanks, Morse
Fairbanks, Morse Tote
General Electric
General Electric Total
General Motors
General Motors Total
)tal
Category
Engine 2
12V251C
12V251E
16V251E
16V251F
12-38TD-1/8
il
7FDS16-A2
12-645-E6
16-645-E6
16-645-E7
20-645-E7
8-645-E7
Grand Total
2 2
1 1
3 3
1 1
7 7
5 5
14 14
Count of Engine
Vessel Service Engine Design
TUG Alco
Alco Total
Caterpillar
Caterpillar Total
Fairbanks, Morse
Fairbanks, Morse
General Electric
Engine
12V251C
12V251E
12V251F
16V251E
16V251F
18V251F
3608TA
10-38D8-1/8
12-38D8-1/8
12-38TD-1/8
8-38D8-1/8
Total
7FDM16
General Electric Total
General Motors
12-567-BC
12-645-C
12-645-E2
12-645-E5
12-645-E6
12-645-E7
12-645-E7A
12-645-E7B
12-645-F7B
12V-645-E6
16-567-BC
16-645
Category
2
8
17
10
8
6
o
J
52
2
2
1
1
1
1
4
1
1
4
3
6
4
66
1
1
22
2
1
23
3
Grand Total
8
17
10
8
6
o
J
52
2
2
1
1
1
1
4
1
1
4
3
6
4
66
1
1
22
2
1
23
3
A20
-------
16-645-C
16-645-E2
16-645-E3
16-645-E5
16-645-E6
16-645-E7
16-645-E7B
16-645-E8
16-645-F7B
16-710-GA
20-645-E5
20-645-E7
20-645-E7B
8-645-E2
8-645-E5
8-645-E6
General Motors Total
MWM TBD441V16
MWM Total
Niigata 6L25BX
Niigata Total
Wartsila 12V22
8R22
Wartsila Total
TUG Total
1
13
2
15
67
33
17
4
4
2
7
3
18
1
1
4
328
2
391
1
13
2
15
67
33
17
4
4
2
7
3
18
1
1
4
328
1
2
391
Count of Engine
Vessel Service Engine Design
UTILITY Alco
Alco Total
Caterpillar
Caterpillar Total
Fairbanks, Morse
Fairbanks, Morse
General Motors
Engine
12V251E
12V251F
16V251F
18V251F
3608TA
3612TA
12-38TD-1/8
Total
12-567-BC
12-645-C
12-645-E2
12-645-E6
12-645-E7
12-645-E7A
12-645-E7B
12-645-F7B
16-645-E2
16-645-E5
16-645-E6
16-645-E7
16-645-E7B
Category
2
3
1
1
1
6
2
1
o
J
1
1
7
1
10
25
1
6
2
1
o
5
6
13
2
5
Grand Total
3
1
1
1
6
2
1
o
J
1
1
7
1
10
25
1
6
2
1
o
6
6
13
2
5
A21
-------
16-645-E8
16-645-F7B
8-645-E6
General Motors Total
MAN 6L20/27
MAN Total
UTILITY Total
1
1
o
3
87
1
1
98
1
1
o
3
87
1
1
98
Table 17. Category 3A and 3B Engine Manufacturer Data, by Vessel Service
Count of Engine
Vessel Service
CONTAINER
Engine Design
B&W
B&W Total
Sulzer
Sulzer Total
Category
Engine 3 A 3B
12L90GFCA
7L70MC
8L80MC
8L90GBE
9L80MCE
12RND90M
12RTA84
6RND90
6RTA76
7RLB90
7RTA76
9RND90
9RND90M
CONTAINER Total
2
3
1
2
4
12
5
5
1
2
9
o
J
o
J
7
35
47
Grand Total
2
3
1
2
4
12
5
5
1
2
9
o
J
o
J
7
35
47
Count of Engine
Vessel Service
FISHING
FISHING Total
Engine Design
MaK
MaK Total
Mitsubishi
Mitsubishi Total
Wartsila
Wartsila Total
Category
Engine 3 A 3B
6M453C
6M551AK
8M453C
8M551AK
9M453AK
9M453C
8UET45/80D
12V32E 1
6R32 1
2
2
1
1
1
1
4
1
9
1
1
10
Grand Total
1
1
1
1
4
1
9
1
1
1
1
2
12
Count of Engine
Vessel Service Engine Design
PASSENGER Enterprise
Enterprise Total
Category
Engine 3 A 3B
DMRV-16-4
Grand Total
1 1
1 1
A22
-------
MWM
MWM Total
Sulzer
Sulzer Total
PASSENGER Total
TBD604-B12
6TD48
1
1
1
1
1 2
1
1
1
1
3
Count of Engine
Vessel Service
RORO
RORO Total
Engine Design
B&W
B&W Total
Pielstick
Pielstick Total
Sulzer
Sulzer Total
Category
Engine 3A 3B
12L90GFCA
6K90GF
6L60MC
6L70MC
6S60MCE
9K906F
9K90GF
18PC2V-400 8
8
6RND90
6RTA62
8RND90M
9RND90
8
7
2
1
2
1
6
13
Grand Total
7
8
8
2
1
2
1
6
21
Count of Engine
Vessel Service Engine Design
TRANSPORT B&W
B&W Total
Enterprise
Enterprise Total
MaK
MaK Total
Pielstick
Pielstick Total
Sulzer
Category
Engine 3 A 3B
10K84EF
4L80MC
4L90GBE
8K90GF
Not specified
DMRV-12-4
DMRV16-4
6M453AK
6M601AK
8M453AK
8M601AK
12PC2V-400 1
14PC2-2V- 4
400
16PC2V-400 5
18PC2-5V- 2
400
12
5RTA76
7RTA58
1
2
2
1
1
7
o
J
1
4
1
1
1
2
5
5
1
Grand Total
1
2
2
1
1
7
o
J
1
4
1
1
1
2
5
1
4
5
2
12
5
1
A23
-------
Sulzer Total
Wartsila
Wartsila Total
TRANSPORT Total
8RTA84
9RND90
8R46
2
2
10
1
1
12 27
2
2
10
1
1
39
Count of Engine
Vessel Service
TUG
TUG Total
Engine Design
B&W
B&W Total
Enterprise
Enterprise Total
MaK
MaK Total
Pielstick
Pielstick Total
Wartsila
Wartsila Total
Category
Engine 3 A
7S28LU
DMRV-16-4
6M551AK
14PC2-2V-
400
14PC2-5V-
400
14PC2V-400
6R32
3B
2
2
2
2
1
5
2
2
9
Grand Total
2
2
6 6
6 6
2 2
2 2
2
2
1
5
2
2
8 17
Count of Engine
Vessel Service
UTILITY
Engine Design
Cooper Bessemer
Category
Engine 3 A
KSV16T
Cooper Bessemer Total
UTILITY Total
Daihatsu
Daihatsu Total
Enterprise
Enterprise Total
MaK
MaK Total
Nordberg
Nordberg Total
Wartsila
Wartsila Total
8DSM-32
DMRV-16-4
6M453AK
32112
9R32D
3B
1
1
2
2
1
1
4
Grand Total
1
1
2
2
1
1
3 7
Table 18. Un-categorized Engine Manufacturer Data, by Vessel Service
Count of Engine
Vessel Service
Engine Design
CONTAINER MAN
MAN Total
Not specified
Not specified Total
CONTAINER Total
Engine
K9Z78/155E
Not specified
Category
Un-categorized Grand Total
2
2
2
2
2
2
A24
-------
Count of Engine Category
Vessel Service Engine Design Engine Un-categorized Grand Total
FISHING .... Not specified
.... Total
Akasaka AH38
TM6SS
UZ6SS
Not specified
Akasaka Total
Alco Not specified
Alco Total
Alpha 10V23L-VO
406-24VO
6L28/32
8V23L-VO
Not specified
Alpha Total
B&W 6-33MTF-60
B&W Total
Brons 12TD200
Brons Total
Buda Not specified
Buda Total
Caterpillar Not specified
Caterpillar Total
Cooper Bessemer Not specified
Cooper Bessemer Total
Cummins Not specified
Cummins Total
Deutz Not specified
Deutz Total
Enterprise Not specified
Enterprise Total
Fairbanks, Morse Not specified
Fairbanks, Morse Total
General Electric Not specified
General Electric Total
General Motors Not specified
General Motors Total
Gray Not specified
Gray Total
Kromhout 8F/SW240
Kromhout Total
MaK 9M452AK
Not specified
MaK Total
MAN Not specified
MAN Total
Niigata Not specified
Niigata Total
Nohab Not specified
Nohab Total
1071
1071
1
1
1
1
4
2
2
1
1
1
1
3
7
1
1
1
1
1
1
194
194
4
4
26
26
3
3
12
12
11
11
3
3
138
138
1
1
1
1
1
1
2
1
1
1071
1071
1
1
1
1
4
2
2
1
1
1
1
3
7
194
194
4
4
26
26
3
3
12
12
11
11
3
3
138
138
1
2
1
1
A25
-------
Nordberg
Nordberg Total
Normo
Normo Total
Penta
Penta Total
Polar
Polar Total
Not specified
Not specified Total
Not specified
Not specified Total
Stork
Stork Total
Stork-Werkspoor
Not specified
BRM-8
BRM-9
KRMB-9
KVMB-12
KVMB-18
Not specified
TAMD120B
F216V-A
F216V-B
Not specified
Not specified
Not specified
16SW280
Stork- Werkspoor Total
Wartsila
Wartsila Total
Westinghouse
Westinghouse Total
White Superior
White Superior Total
Wichmann
Wichmann Total
FISHING Total
Not specified
Not specified
Not specified
10V28A
4AXA
Not specified
2
2
2
1
1
2
1
1
8
1
1
2
2
4
249
249
1
1
1
1
1
1
1
1
1
2
2
5
1756
2
2
2
1
1
2
1
1
8
1
1
2
2
4
249
249
1
1
1
1
2
2
5
1756
Count of Engine Category
Vessel Service Engine Design Engine Un-categorized Grand Total
PASSENGER .... Not specified
.... Total
Baudouin Not specified
Baudouin Total
Caterpillar Not specified
Caterpillar Total
De Laval Not specified
De Laval Total
Enterprise Not specified
Enterprise Total
Fairbanks, Morse Not specified
Fairbanks, Morse Total
General Electric Not specified
General Electric Total
General Motors Not specified
General Motors Total
MaK Not specified
1
1
1
1
1
1
2
2
1
1
3
3
2
2
1
1
3
3
A26
-------
MaK Total
Not specified
Not specified Total
PASSENGER Total
Not specified
2
2
11
2
2
11
Count of Engine Category
Vessel Service Engine Design Engine Un-categorized Grand
RORO Busch-Sulzer Not specified
Busch-Sulzer Total
Caterpillar Not specified
Caterpillar Total
Cooper Bessemer Not specified
Cooper Bessemer Total
Fairbanks, Morse Not specified
Fairbanks, Morse Total
General Electric Not specified
General Electric Total
General Motors Not specified
General Motors Total
MAN 14V52/55A
9L52/55A
MAN Total
Not specified Not specified
Not specified Total
Stork-Werkspoor 6TM620
Stork- Werkspoor Total
Sulzer 6RLB66
6RND68
6RND68M
7RND76M
Sulzer Total
Werkspoor 18TM410
Werkspoor Total
RORO Total
1
1
1
1
1
1
3
3
3
3
1
1
3
3
6
2
2
2
1
2
5
10
5
5
33
Total
1
1
1
1
1
1
3
3
3
3
1
1
3
3
6
2
2
2
1
2
5
10
5
5
33
Count of Engine
Vessel Service Engine Design
TRANSPORT ....
.... Total
B&W
B&W Total
Busch-Sulzer
Busch-Sulzer Total
Caterpillar
Caterpillar Total
Cooper Bessemer
Category
Engine Un-categorized Grand
Not specified
6K67GF
7K67GF
8K45GF
9-84VT2BF-
180
Not specified
Not specified
Not specified
Cooper Bessemer Total
Deutz
Not specified
14
14
2
1
2
1
6
1
1
5
5
3
3
1
Total
14
14
2
1
2
1
6
1
1
5
5
3
3
1
A27
-------
Deutz Total
Enterprise
Enterprise Total
Fairbanks, Morse
Fairbanks, Morse Tot
General Motors
General Motors Total
Gray
Gray Total
Hamilton
Hamilton Total
Kromhout
Kromhout Total
MaK
MaK Total
MAN
MAN Total
Nordberg
Nordberg Total
Rathbun-Jones
Rathbun- Jones Total
Smit-Bolnes
Smit-Bolnes Total
Sulzer
Sulzer Total
Wichmann
Wichmann Total
Winton
Winton Total
TRANSPORT Total
Not specified
Not specified
il
Not specified
Not specified
Not specified
9FCHD240
6M451AK
Not specified
9L52/55B
Not specified
Not specified
307HD
5RLA90
5RLB90
5RND76M
6RND76M
7RND68
7RND76
Not specified
Not specified
1
1
1
7
7
11
11
1
1
1
1
1
1
1
1
2
1
1
3
3
1
1
1
1
1
5
5
2
1
2
16
1
1
1
1
78
1
1
1
7
7
11
11
1
2
1
1
o
J
o
J
1
1
1
1
1
5
5
2
1
2
16
1
1
1
1
78
Count of Engine
Vessel Service Engine Design
TUG
.... Total
Alco
Alco Total
Alpha
Alpha Total
B&W
B&W Total
Bolnes
Bolnes Total
Brons
Brons Total
Category
Engine Un-categorized Grand
Not specified
Not specified
12V23L-VO
14V23L-VO
7L67GFCA
Not specified
12GV-H
Not specified
84
84
2
2
1
2
3
1
1
1
1
1
2
3
Total
84
84
2
2
1
2
3
1
1
1
1
1
2
3
A28
-------
Caterpillar Not specified
Caterpillar Total
Cooper Bessemer Not specified
Cooper Bessemer Total
Crepelle 6SN3
Crepelle Total
Cummins Not specified
Cummins Total
Enterprise Not specified
Enterprise Total
Fairbanks, Morse Not specified
Fairbanks, Morse Total
General Electric Not specified
General Electric Total
General Motors Not specified
General Motors Total
Imperial
Imperial Total
Kromhout
Kromhout Total
MaK
MaK Total
Mirrlees
Mirrlees Total
Nohab
Nohab Total
Nordberg
Nordberg Total
Polar
Not specified
Not specified
Not specified
Not specified
F25.8V
Not specified
Not specified
F212V
F212V-D
F28V-B
F28V-D
SF16RS-C
SF18VS-F
Not specified
Polar Total
Not specified Not specified
Not specified Total
Rathbun-Jones Not specified
Rathbun-Jones Total
Skinner Unaflow Not specified
Skinner Unaflow Total
Stork Not specified
Stork Total
Stork-Werkspoor Not specified
Stork-Werkspoor Total
Sulzer Not specified
Sulzer Total
Waukesha Not specified
Waukesha Total
Westinghouse Not specified
Westinghouse Total
White Superior Not specified
77
77
2
2
1
1
1
1
12
12
49
49
1
1
323
323
1
1
2
2
1
1
2
2
1
4
5
4
4
1
1
3
2
1
1
5
14
11
11
1
1
1
1
1
1
1
1
1
1
1
1
1
1
3
77
77
2
2
1
1
1
1
12
12
49
49
1
1
323
323
1
1
2
2
1
1
2
2
1
4
5
4
4
1
1
o
J
2
1
1
5
14
11
11
o
5
A29
-------
TUG Total
White Superior Total
Wichmann
Wichmann Total
Winton
Winton Total
10AXAG
5AXA
Not specified
3
1
2
3
1
1
614
o
J
1
2
o
J
1
1
614
Count of Engine Category
Vessel Service Engine Design Engine Un-categorized Grand
UTILITY .... Not specified
.... Total
Alco Not specified
Alco Total
Alpha 6SL28L-VO
Alpha Total
B&W 8-35VBF-62
B&W Total
Caterpillar Not specified
Caterpillar Total
Cooper Bessemer Not specified
Cooper Bessemer Total
Cummins Not specified
Cummins Total
De Laval Not specified
De Laval Total
Deutz Not specified
Deutz Total
Enterprise Not specified
Enterprise Total
Fairbanks, Morse Not specified
Fairbanks, Morse Total
Fiat Not specified
Fiat Total
General Motors Not specified
General Motors Total
Kromhout 8F/SW240
9F/SW240
Not specified
Kromhout Total
Lugger L6125A
Lugger Total
M.T.U. Not specified
M.T.U. Total
MAN Not specified
MAN Total
Mitsubishi Not specified
Mitsubishi Total
Nohab F26R
Not specified
Nohab Total
Nordberg Not specified
Nordberg Total
51
51
1
1
1
1
1
1
72
72
1
1
3
3
1
1
2
2
3
3
8
8
1
1
71
71
1
3
2
6
1
1
1
1
1
1
1
1
2
4
4
Total
51
51
1
72
72
1
1
3
3
1
1
2
2
3
3
8
8
1
1
71
71
1
3
2
6
1
1
1
1
1
1
1
1
2
4
4
A30
-------
Polar
Polar Total
Not specified
Not specified Total
Not specified
Not specified Total
Stork
Stork Total
Stork-Werkspoor
F26R-A
F26R-B
F26R-D
SF16RS-D
SF16RS-F
Not specified
Not specified
Not specified
Not specified
8SW280
Stork- Werkspoor Total
Waukesha
Waukesha Total
Werkspoor
Werkspoor Total
White Superior
White Superior Total
Wichmann
Wichmann Total
UTILITY Total
Not specified
6TM410
9TM410
Not specified
4AXA
5AXA
1
1
2
1
2
1
8
5
5
2
2
1
1
1
1
1
1
2
1
1
2
1
3
254
1
1
2
1
2
1
8
5
5
2
2
2
2
1
o
J
254
A31
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