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 ------- 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. ------- 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 ------- 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 ------- 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 ------- 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. ------- 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 ------- 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 ------- 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. ------- 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 ------- 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 ------- 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. ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- |