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Transport Partnership
U.S. Environmental Protection Agency
2018 SmartWay Barge Carrier
Partner Tool:
Technical Documentation
U. S. Version 2.0.17 (Data Year 2017)
www.epa.gov/smartway
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"^^SmartWay
Transport Partnership
U.S. Environmental Protection Agency
2018 SmartWay Barge Carrier
Partner Tool:
Technical Documentation
U. S. Version 2.0.17 (Data Year 2017)
Transportation and Climate Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
United States
Environmental Protection
Agency
Office ofTransportation and Air Quality
EPA-420-B-18-011
February 2018
-------
2018 SmartWay Barge Carrier Partner Tool:
Technical Documentation
Version 2.0.17 (Data Year 2017)
United States
2-2-18
1.0 Emission Factors and Associated Activity Inputs
Emission factors form the basis for the emission calculations in the Barge Tool. The Tool uses
the latest and most comprehensive emission factors available for marine propulsion and
auxiliary engines. The following discusses the data sources used to compile the emission factors
used in the Tool, and the fleet characteristic and activity data inputs needed to generate fleet
performance metrics.
1.1 Available Emission Factors
Propulsion Engines
CO2 emissions are calculated using fuel-based factors, expressed in grams per gallon of fuel.
Available fuel options include marine distillate (diesel - both low and ultra-low sulfur),
biodiesel, and liquefied natural gas (LNG). The Barge Tool uses the same gram/gallon fuel
factors for CO2 that are used in the other carrier tools (Truck, Rail, and Multi-modal), as shown
in Table 1. These factors are combined directly with the annual fuel consumption values input
into the Tool to estimate mass emissions for propulsion and auxiliary engines. (The fuel
consumption inputs are summed across both of these engine types). The factors for biodiesel
are a weighted average of the diesel and B100 factors shown in the table, weighted by the
biodiesel blend percentage.
Table 1. CO2 Factors by Fuel Type*
g/gal
Source1
Diesel
10,180
(0
Biodiesel (B100)
9,460
(ii)
LNG
4,394
(iii)
* 100% combustion (oxidation) assumed
1 i) Fuel economy calculations in 40 C.F.R 600.113 available at http://edocket.access.gpo.gov/cfr_2004/julqtr/pdf/40cfr600.113-
93.pdf.
ii) Tables IV.A.3-2 and 3-3 in A Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions, available at
https://nepis.epa.eov/Exe/ZvPDF.cei?Dockev=P1001ZA0.pdf
iii) Assuming 74,720 Btu/gal lower heating value (http://www.afdc.energv.gov/afdc/fuels/properties.html). and 0.059 g/Btu.
1
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The Barge Tool uses emission factors expressed in g/kW-hr to estimate NOx and PM emissions.
For marine distillate fuel, the Tool uses EPA emission factors developed to support its recent
marine vessel rules. The NOx and PMio emission factors for main propulsion engines using low
(500 ppm) and ultra-low (15 ppm) sulfur distillate fuel are a function of year of manufacture (or
rebuild), as well as Engine Class (1 or 2 for tugs/tows), and rated engine power (in kW). These
factors, presented in Tables A-l and A-2 in the Appendix, are combined with estimated engine
activity in kW-hrs to estimate mass emissions, as described in Section 2. The PMio factors are
multiplied by 0.97 to obtain PM2.5 estimates, consistent with the conversion factors used by the
EPANONROAD model.
NOx and PM emission factors for biodiesel were based on the findings from an EPA study, A
Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions (EPA420-P-02-001, October
2002). This study developed regression equations to predict the percentage change in NOx and
PM emission rates relative to conventional diesel fuel, as a function of biodiesel blend
percentage, expressed in the following form:
Equation 1
% change in emissions = {exp[a x (vol% biodiesel)] -1} x 100%
Where:
a = 0.0009794 for NOx, and
a = -0.006384 for PM
For example, the NOx reduction associated with B20 is calculated as follows
- [Exp(0.0009747 x 20)-l] x 100 = 1.9%
To obtain the final NOx emissions the unadjusted NOx is multiplied by (1-0.019) = 0.991,
Using Equation 1, adjustment factors were developed for biodiesel blends based on the
percentage of the biofuel component, and then these adjustment factors were applied to the
appropriate conventional diesel emission factors in Appendix A. Ultra-low sulfur diesel fuel (15
ppm sulfur) is assumed as the basis for adjustments.
Emission factors were also developed for LNG derived from a variety of data sources including
EPA, U.S. Department of Transportation (DOT), Swedish EPA, and the California Energy
Commission. The following emission factors were assumed, corresponding to slow-speed
engines operating on natural gas.
• 5.084 gNOx/kW-hr
• 0.075 g PMio/kW-hr
2
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Note that for LNG, emission factors are assumed to be independent of model year and engine
size. In addition, as LNG PM emissions are primarily the result of lube oil combustion, the Barge
Tool assumes PM2.5 emissions equal 97% of PM10 emissions, consistent with the conversion
used for diesel fuel.
Auxiliary Engines
NOx and PM emissions associated with diesel auxiliary engine operation are calculated in the
exact same fashion as propulsion engine emissions, assuming all auxiliary engines fall into EPA
engine Category 1. Separate PM factors are used for low and ultra-low sulfur fuel. Alternative
fuels and retrofits are not allowed for auxiliary engines at this time.
1.2 Activity Data Inputs
The Barge Tool requires Partners to input vessel and barge characterization and activity data.
The input data required to calculate emissions and associated performance metrics include:
• Total number of barges and tugs
• Vessel-specific information -
o Propulsion engine model/rebuild year
o EPA Engine Class (1 or 2)
o Fuel type (diesel - 15 or 500 ppm, biodiesel, and LNG)
o Retrofit information (technology and/or % NOx and/or PM reduction, if
applicable)
o Annual fuel use (gallons or tons) -Total for propulsion and auxiliary engines
o Vessel towing capacity (tons)2 - optional input
o Propulsion engine operation
¦ # engines (1, 2 or 3)
¦ Total rated power (HP or kW - sum if two engines)
¦ Hours of operation per year (underway and maneuvering)
o Auxiliary engine operation (for each engine)3
¦ Engine age
¦ Rated power (HP or kW)
¦ Hours of operation per year
• Barge operation information
o Barge type (hopper, covered cargo, tank, deck, container, other)
o Barge size, by type (150, 175, 195-200 and 250-300 feet in length)
2 Used to establish upper bound validation limit for total payload ton-mile entries. Not expressed in Bollard Pull since that unit
does not uniquely correspond to payload.
3 Note - the Barge Tool assumes all auxiliary engines are diesel powered.
3
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o For each type/size combination:
¦ Number
¦ Average cargo volume utilization (%) - for each size/type combination
¦ Average annual loaded miles per barge (nautical)
¦ Average annual empty miles per barge (nautical)
¦ Average loaded payload per barge (short tons)
• Total annual fleet activity (used for validation - must match totals calculated from barge
operation information to within 5%)
o Ton-miles
o Loaded barge-miles
o Unloaded barge-miles
Vessel and barge characterization and activity data are needed for three reasons:
1. To convert the hours of engine operation to kilowatt-hours, it is necessary to know the
kilowatt or horsepower rating of the vessel's propulsion and auxiliary engines. Given
hours of operation, the Tool can then calculate kilowatt-hours — which is compatible
with the available emission factors for both engine types.
2. To classify which regulations the vessel is subject to. EPA engine class is required to
identify the correct NOx and PM emission factors for propulsion engines. Rated power is
used to determine the appropriate emission category for auxiliary engines.
3. To combine mass emission estimates with barge-mile, ton-mile and volume-mile activity
to develop fleet and company-level performance metrics. (Note, total emissions are also
calculated and reported at the vessel-specific level.)
The following section describes how the activity data inputs and the emission factors are
combined to generate mass emission estimates and associated performance metrics.
4
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2,0 Emission Estimation
The following sections discuss how emissions are calculated, beginning with selection of
emission factors.
2.1 CO2 Calculation
Annual vessel-specific fuel consumption values may be input in the Barge Tool in gallons or
tons. Entries in tons are converted to gallons using the following factors:
• Diesel - 284 gallons/ton4
• Biodiesel (B100) - 271 gallons/ton5
• LNG - 632 gallons/ton6
Once all fuel consumption values have been converted to gallons, CO2 mass emission estimates
are calculated for each vessel using the factors shown in Table 1, converted to short tons
(1.1023 x 10"6 short tons/gram), and summed across vessels to obtain tons of CO2 per year for
the entire vessel fleet.
2.2 NOx and PM Calculations
NOx and PM are calculated based on kW-hr activity estimates. This approach allows emission
calculations to account for the size of the vessel's propulsion engine as well as auxiliary engines
and the amount of time a vessel spends maneuvering in port and underway. Equation 2
presents the general equation for calculating NOx and PM emissions for each propulsion engine
using diesel fuel.7
Equation 2
EMpo = Pw x 0.7457 x Hr0 x LFo/100 x EFcykasP/ 1,102,300
Where:
EMpo = Marine vessel emissions for pollutant (p) and operation (o)
(tons/year)
4 http://www.extension.iastate.edu/agdm/wholefarm/html/c6-87.html
5 for soy-based B100 at 70 degrees F: https://www.nrel.gov/docs/fv09osti/43672.pdfTable D-l
6 Midwest Energy Solutions. Energy Volume & Weight, http://www.midwestenergysolutions.net/cng-resources/energy-
volume-weight
7 Note: the PM emission factors used in the Barge Tool estimate direct or "primary" PM produced as a result of incomplete
combustion. Estimates do not include indirect PM emissions associated with sulfur gas compounds aerosolizing in the
atmosphere.
5
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Pw = Sum of the power ratings for each of the vessel's propulsion
engines (hp or kW) 8
0.7457 = Conversion factor from horsepower to kilowatts, if needed
(kW/hp - Perry's Chemical Engineer's Handbook)
Hr0 = Total annual hours of operation for the propulsion engines in
operating mode o (hr)
LF = Load factor for operating mode o - see Table 2 (percentage)
EFcykap = Emission factor for operation mode o, fuel type a, engine category
c and pollutant p (grams/kW-hr) - see Tables A-l and A-2
1,102,300 = Conversion factor from grams to short tons
subscripts -
o = Operation (underway or maneuvering)
c = EPA Engine Category (1 or 2)
y = Year of manufacture
k = Kilowatt rating
a = Fuel type (low or ultra-low sulfur distillate)
p = Pollutant
If the vessel's power is provided in terms of kilowatts, then the conversion from horsepower to
kilowatts is not needed.
The load factors used in the above equations are provided in Table 2 below. These load factors
were compiled from a variety of sources and disaggregated into vessel categories used in this
project. The data sources include: EPA's Regulatory Impact Analysis: Control of Emissions of Air
Pollution from Locomotive Engines and Marine Compression Ignition Engines Less than 30 Liters
Per Cylinder (EPA, 2008); Commercial Marine Port Inventory Development 2002 and 2005
Inventories (EPA, 2007b); Current Methodologies in Preparing Mobile Source Port-Related
Emission Inventories (EPA, 2009); and European Commission/Entech study (EC, 2002).
Table 2. Marine Vessel Engine Load Factors (%)
Engine
Type
Load Factor (%)
Maneuvering
Underway
Propulsion
20
80
Auxiliary
179
If biodiesel is used, NOx and PM emissions are calculated assuming ultra-low sulfur diesel fuel as
the basis, with the emission factors adjusted according to the fuel blend percentage as
described in Section 1.1.
8 This approach assumes that multiple propulsion engines are of the same type, power, and age, and operate in tandem.
9 Average auxiliary engine load factor for cruise operation, from ICF International, Current Methodologies in Preparing Mobile
Source Port-Related Emission Inventories, Final Report, prepared for USEPA, April 2009. Cruise conditions are assumed most
prevalent; to the extent that auxiliary engines are also used during maneuvering and hotelling, load factors and emissions will
be higher.
6
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If LNG is used, N0X and PM emissions are calculated by simply multiplying the g/kW-hr factors
presented in Section 1.1 by the effective kW-hrs of operation (hours of use x load factor),
summed across operation type (underway and maneuvering).
Retrofit Effectiveness
The Barge Tool allows the user to select from a variety of propulsion engine retrofit options.
Options were only identified for diesel marine engines, and were based on emission adjustment
factors developed for EPA's MARKAL model.10 The reduction factors assumed for each of these
control options are presented in Table 3. The Barge Tool only allows the user to specify one
retrofit for a given propulsion engine - combinations are not permitted at this time.
Table 3. Diesel Propulsion Engine Retrofit Reduction Factors
Control
Reduction Factor
NOX
PM
Fuel Injection Engine Improvements
0.12
0.12
Selective Catalytic Reduction (SCR)
0.8
0
Common rail
0.1
0.1
Diesel Electric
0.2
0.2
Humid Air Motor (HAM)
0.7
0
Hybrid Engines
0.35
0.35
Diesel Oxidation Catalyst
0
0.2
Lean NOx Catalyst
0.35
0
Barge Tool users may also specify details and assumed emission reductions for other control
measures not listed in the table above, although detailed text descriptions should be provided
justifying the use of any alternative factors.
If retrofit Information has been entered for a vessel, the NOx and PM emissions calculated
above are adjusted by the factors shown in Table 3.11 For example, a 20% reduction in PM
emissions associated with a diesel oxidation catalyst would require an adjustment factor of 1 -
0.2 (0.8) to be applied to the calculated PM values.
Finally, NOx and PM emissions are summed across all vessels and source types (propulsion and
auxiliary) to obtain fleet and company-level mass emission estimates.
10 Eastern Research Group, "MARKAL Marine Methodology", prepared for Dr. Cynthia Gage, US EPA, December 30, 2010.
11 The Barge Tool assumes that retrofits are only applied to main propulsion engines, not auxiliary engines.
7
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3,0 Comparison Metrics
The Barge Tool is designed to apply the calculated emissions to a variety of operational
parameters. This provides performance metrics that are used as a reference point to evaluate a
Partner's environmental performance relative to other SmartWay Partners across different
transportation modes. In this way the metrics presented here are made comparable to the
metrics used in the other carrier tools.
For these comparisons to be most precise, it may be necessary to group the data into
comparable operating characteristic bins to ensure that similar operations are being compared.
For example, open-water barge operations may need to be considered separately from river
barge operations because these vessels and their activities are very different. For this reason
the Barge Tool collects a variety of vessel and barge characteristic information that may be used
to differentiate barge operations in the future.
The following summarizes how the Barge Tool performance metrics are calculated for a given
pollutant. Note: all distances are reported in nautical miles.12
Grams per Barge-Mile
Equation 3
grams / (loaded + unloaded barge-miles - from Total Fleet Activity entry)
Grams per Loaded Barge-Mile
Equation 4
grams / (loaded barge-miles - from Total Fleet Activity entry)
Grams perTon-Mile
Equation 5
grams / (total ton-miles - from Total Fleet Activity entry)
Grams per 1.000 Total Cubic Foot-Miles
Equation 6
121 nautical mile = 1.15 statute miles.
8
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grams / [2b (# barges x # of 1,000 cubic feet per barge x (annual loaded + annual unloaded miles
per barge))]
where 2b indicates summation over all barge type/size combinations (i.e., the individual
rows in the Barge Operations screen of the Barge Tool.)
Barge volumes were estimated for each barge type/size combination using standardized
assumptions regarding depth and width. Volumes are summarized below in Table 4.
Table 4. Barge Capacity by Type/Length Combination (1,000 cubic feet)
Barge Volume (1,000 cubic feet)
Barge Type*
250-300'
195-200'
175'
150'
Hopper Barge
182
90
81
69
Covered cargo barge13
165
82
74
63
Tank Barges
160
56
48
41
Deck Barges
182
90
81
69
Container Barges
218
82
65
49
* "Other" barge types require volumes input by the user
Volumes for articulated/integrated barges were derived from a listing of 134 bluewater units
protected by US cabotage law, 114 of which included volume estimates.14 Four barge size
groupings were defined as shown in Table 5.
Table 5. Articulated/Integrate Barge Capacity by Volume Category (barrels)
Size Category
Average Volume
< 100,000
373,591
100,000 < 150,000
683,827
150,000 < 200,000
944,121
200,000 +
1,583,898
Grams per 1.000 Utilized Cubic Foot-Miles
Equation 7
grams / [ lb (# barges x # of 1,000 cubic feet per barge x (annual loaded miles per barge x
average volume utilization))]
13 Assumed maximum volume for covered cargo barge for 250-300 was 265 ft long 52 ft wide and 12 feet deep = 165,360; 195-
200 was 195 long 35 ft wide and 12 ft deep; 175 and 150 had the same width and depth of the 195 ft barge.
14 US Maritime Administration data compiled by Tradeswindsnews.com; provided by Terrence Houston, American Waterway
Operators, December 15, 2016.
9
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where 2b indicates summation over all barge type/size combinations (i.e., the individual
rows in the Barge Operations screen of the Barge Tool.)
Fleet Average Calculations
The Barge Tool calculates fleet-level average payloads and volumes for use in the SmartWay
Carrier Data File. In order to calculate average payload the Tool first calculates total ton-miles
for each row on the Barge Operations screen as follows:
Row-Level ton-miles = Average Payload Value * Avg Loaded Miles * Number of Barges
Next, the Tool sums the row-level ton-miles as well as the total barge miles (Avg Loaded Miles *
Number of Barges) across all rows. The tool then divides the summed ton-miles by the
summed total miles to obtain the fleet average payload.
Calculating Average Volume follows the same process, substituting "payload" and "volume" in
the above equations. However, since volume is not input on the Barge Operations screen (with
one exception - see below), Table 4 is used the correct volume (in 1,000 cubic feet) for each
row on the Barge Operations screen.
However, if the Barge Type selected by the user is "Other", then the Tool uses the volume(s)
entered.
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4,0 Data Validation
At this time the Barge Tool employs limited validation to ensure the consistency of Partner data
inputs. Cross-validation of barge and ton-mile inputs are conducted on the Barge Operations
screen. These checks ensure that the values entered in the Fleet Totals section of the screen
for total ton-miles, loaded and unloaded barge-miles are consistent with the data entered at
the row level for the different barge type/size combinations. Specifically, these three values
must be within 5% of the totals calculated as follows:
Equation 8
Total Ton-miles = [2b (number of barges x Annual Loaded Miles per Barge x Average Loaded Payload per
Barge)]
Equation 9
Loaded Barge-Miles = [2b (number of barges x Annual Loaded Miles per Barge)]
Equation 10
Unloaded Barge-Miles = [2b (number of barges x Annual Empty Miles per Barge)]
The Barge Tool performs one other validation check, ensuring that the fleet's total payload, as
determined from the Barge Operations screen, does not exceed the maximum possible payload
based on the reported towing capacities reported on the Vessel Operations screen.
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5.0 Future Enhancements
The following enhancements are being considered for future versions of the Barge Tool:
• Develop validation ranges for barge-mile, ton-mile, payload, towing capacity, rated
power, and other inputs based on Partner data submissions and/or other sources.
• Compile list of common data sources for vessel and barge data, based on Partner data
submissions.
• Expanding the list of pollutants to include methane and other greenhouse gases
including black carbon, and SOx.
• Add option for dual-fuel propulsion engines.
• Allow user-specified engine load factors (propulsion and auxiliary).
• Alternatively, refine auxiliary engine load factors to reflect average values for hotelling,
maneuvering, and cruising operation modes.15
• Develop default average volume utilization and payloads based on commodity type and
other Partner data.
15 The Barge Tool currently assumes a single load factor for auxiliary engines of 17%, corresponding to the estimated value for
cruising operation.
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5.0 References
American Waterway Operators website: http://www.americanwaterways.com/initiatives/iobs-
economy/industry-facts.
Center for Ports and Waterways, Texas Transportation Institute, Modal Comparison of Domestic
Freight Transportation Effects on The General Public, Houston, Texas, March 2009.
Coosa-Alabama River Improvement Association (CARIA), Barges and
Towboats, http://www.caria.org/barge-and-towboat-facts/.
Dunn and Bradstreet - Hoover, Inland Barge Transport,
http://www.hoovers.com/industry-facts.inland-water-freight-transportation.1612.html.
East Dubuque (ED) Local Area History Project, Barges and Tows, April 2000.
Hines Furlong Line, Tank Barges 2013, http://www.hinesfurlongline.com/equip_tank.htm
Ingram Barge Company, Barge Register, 2010.
International Maritime Organization (IMO) Updated Study on Greenhouse Gas Emissions from
Ships, April 2009.
McDonough, Deck Barge Fleet, 2013. http://www.mcdonoughmarine.com/deck-barges.html
Texas Transportation Institute (TTI), and the Center for Ports and Waterways, A Modal
Comparison of Domestic Freight Transportation Effects on the General Public, 2007.
U.S. Army Corp of Engineers, Waterborne Commerce Statistics Center, 2007.
http://www.navigationdatacenter.us/wcsc/wcsc.htm.
U.S. Department of Transportation, Bureau of Transportation Statistics, North American Freight
Transportation, Washington D.C., June 2006.
U.S. Department of Energy, Energy Information Administration's National Energy Modeling
System. Annual Energy Outlook 2009 Early Release: Report #:DOE/EIA-0383. December 2008.
https://www.eia.gov/outlooks/archive/aeo09/.
U.S. EPA, Category 2 Vessel Census, Activity and Spatial Allocation Assessment and Category 1
and Category 2 In-Port/At-Sea Splits, February 16, 2007a.
13
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U.S. EPA, Current Methodologies in Preparing Mobile Source Port-Related Emission Inventories
- Final Report, April 2009.
U.S. EPA, Federal Marine Compression-Ignition (CI) Engines - Exhaust Emission Standards. 2016.
https://nepis.epa ¦gov/Exe/ZvPDF.cgi?Dockey=P100QA0B. pdf
U.S. EPA NEI Marine Vessel PM Methodology, 2008.
https://www.epa.gov/sites/production/files/2015-07/documents/2008 neiv3 tsd draft.pdf
Section 4.3.4
U.S. EPA, Regulatory Impact Analysis: Control of Emissions of Air Pollution from Locomotive
Engines and Marine Compression Ignition Engines Less than 30 Liters Per Cylinder, May 2008.
Wright International, Barge Brokerage, http://www.m-lots.co.uk/mtrader.php?id=32.
14
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Appendix A: Marine Propulsion and Auxiliary Engine Emission Factors16
16 Emission factors are mostly consistent with EPA's 2008 locomotive and marine Federal Rulemaking -
https://www.gpo.gov/fdsYs/pkg/FR-2008-06-3Q/pdf/R8-7999.Ddf. One inconsistency was identified where PM
emissions for pre-2000 engines where lower than for newer engines. These values have been set equal to model year
2000 engine emissions for use in the Barge Tool.
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Table A-1. Category 1 Distillate Emission Factors
Category
Engine Size
Model Year
NO. Weighted EF g/kW-
hr (Distillate -15 ppm)
NO. Weighted EF g/kW-hr
(Distillate 500 ppm)
PM10 Weighted EF g/kW-
hr (Distillate -15 ppm)
PM10 Weighted EF g/kW-
hr (Distillate 500 ppm)
1
<600kW
2018+
4.66
4.66
0.06
0.08
1
<600kW
2017
4.66
4.66
0.07
0.08
1
<600kW
2016
4.66
4.66
0.07
0.08
1
<600kW
2015
4.66
4.66
0.07
0.08
1
<600kW
2014
4.66
4.66
0.07
0.08
1
<600kW
2013
5.64
5.64
0.10
0.12
1
<600kW
2012
5.95
5.95
0.12
0.13
1
<600kW
2011
6.00
6.00
0.12
0.14
1
<600kW
2010
6.00
6.00
0.12
0.14
1
<600kW
2009
6.00
6.00
0.12
0.14
1
<600kW
2008
6.00
6.00
0.12
0.14
1
<600kW
2007
6.00
6.00
0.12
0.14
1
<600kW
2006
6.34
6.34
0.14
0.16
1
<600kW
2005
6.34
6.34
0.14
0.16
1
<600kW
2004
6.49
6.49
0.15
0.17
1
<600kW
2003
9.72
9.72
0.35
0.36
1
<600kW
2002
9.72
9.72
0.35
0.36
1
<600kW
2001
9.72
9.72
0.35
0.36
1
<600kW
2000
9.72
9.72
0.35
0.36
1
<600kW
pre-2000
10.00
10.00
0.235
0.36
1
600
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Table A-1. Category 1 Distillate Emission Factors (Cont.)
Category
Engine Size
Model
Year
NO, Weighted EF g/kW-
hr (Distillate -15 ppm)
NO, Weighted EF g/kW-hr
(Distillate 500 ppm)
PM10 Weighted EF g/kW-
hr (Distillate -15 ppm)
PM10 Weighted EF g/kW-
hr (Distillate 500 ppm)
1
6001400
2016+
1.30
1.30
0.03
0.05
A-3
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Table A-1. Category 1 Distillate Emission Factors (Cont.)
Category
Engine Size
Model
Year
NO. Weighted EF g/kW-
hr (Distillate -15 ppm)
NO. Weighted EFg/kW-hr
(Distillate 500 ppm)
PM10 Weighted EF g/kW-
hr (Distillate -15 ppm)
PM10 Weighted EF g/kW-
hr (Distillate 500 ppm)
1
kW>1400
2015
4.81
4.81
0.07
0.09
1
kW>1400
2014
4.81
4.81
0.07
0.09
1
kW>1400
2013
4.81
4.81
0.07
0.09
1
kW>1400
2012
4.81
4.81
0.07
0.09
1
kW>1400
2011
6.00
6.00
0.12
0.14
1
kW>1400
2010
6.00
6.00
0.12
0.14
1
kW>1400
2009
6.00
6.00
0.12
0.14
1
kW>1400
2008
6.00
6.00
0.12
0.14
1
kW>1400
2007
6.00
6.00
0.12
0.14
1
kW>1400
2006
9.20
9.20
0.29
0.31
1
kW>1400
2005
9.20
9.20
0.29
0.31
1
kW>1400
2004
9.20
9.20
0.29
0.31
1
kW>1400
2003
9.20
9.20
0.29
0.31
1
kW>1400
2002
9.20
9.20
0.29
0.31
1
kW>1400
2001
9.20
9.20
0.29
0.31
1
kW>1400
2000
9.20
9.20
0.29
0.31
1
kW>1400
pre-2000
11.00
11.00
0.29
0.31
A-4
-------
Table A-2. Category 2 Distillate Emission Factors
Category
Engine Size
Model Year
NO. Weighted EFg/kW-
hr (Distillate -15 ppm)
NO. Weighted EFg/kW-
hr (Distillate 500 ppm)
PM10 Weighted EF g/kW-
hr (Distillate -15 ppm)
PM10 Weighted EF g/kW-
hr (Distillate 500 ppm)
2
<600kW
2013+
5.97
5.97
0.11
0.13
2
<600kW
2012
8.33
8.33
0.31
0.33
2
<600kW
2011
8.33
8.33
0.31
0.33
2
<600kW
2010
8.33
8.33
0.31
0.33
2
<600kW
2009
8.33
8.33
0.31
0.33
2
<600kW
2008
8.33
8.33
0.31
0.33
2
<600kW
2007
8.33
8.33
0.31
0.33
2
<600kW
2006
10.55
10.55
0.31
0.33
2
<600kW
2005
10.55
10.55
0.31
0.33
2
<600kW
2004
10.55
10.55
0.31
0.33
2
<600kW
2003
10.55
10.55
0.31
0.33
2
<600kW
2002
10.55
10.55
0.31
0.33
2
<600kW
2001
10.55
10.55
0.31
0.33
2
<600kW
2000
10.55
10.55
0.31
0.33
2
<600kW
pre-2000
13.36
13.36
0.31
0.33
2
600<=kW<1000
2018+
1.30
1.30
0.03
0.05
2
600<=kW<1000
2017
1.30
1.30
0.11
0.13
2
600<=kW<1000
2016
1.30
1.30
0.11
0.13
2
600<=kW<1000
2015
1.30
1.30
0.11
0.13
2
600<=kW<1000
2014
1.30
1.30
0.11
0.13
2
600<=kW<1000
2013
5.97
5.97
0.11
0.13
2
600<=kW<1000
2012
5.97
5.97
0.31
0.33
2
600<=kW<1000
2011
5.97
5.97
0.31
0.33
2
600<=kW<1000
2010
5.97
5.97
0.31
0.33
2
600<=kW<1000
2009
5.97
5.97
0.31
0.33
2
600<=kW<1000
2008
5.97
5.97
0.31
0.33
2
600<=kW<1000
2007
8.33
8.33
0.31
0.33
2
600<=kW<1000
2006
10.55
10.55
0.31
0.33
2
600<=kW<1000
2005
10.55
10.55
0.31
0.33
2
600<=kW<1000
2004
10.55
10.55
0.31
0.33
A-5
-------
Table A-2. Category 2 Distillate Emission Factors (Cont.)
Category
Engine Size
Model Year
NO. Weighted EF g/kW-
hr (Distillate -15 ppm)
NO. Weighted EF g/kW-hr
(Distillate 500 ppm)
PM10 Weighted EF g/kW-
hr (Distillate -15 ppm)
PM10 Weighted EF g/kW-
hr (Distillate 500 ppm)
2
600<=kW<1000
2003
10.55
10.55
0.31
0.33
2
600<=kW<1000
2002
10.55
10.55
0.31
0.33
2
600<=kW<1000
2001
10.55
10.55
0.31
0.33
2
600<=kW<1000
2000
10.55
10.55
0.31
0.33
2
600<=kW<1000
pre-2000
13.36
13.36
0.31
0.33
2
1000<=kW<1400
2017+
1.30
1.30
0.03
0.05
2
1000<=kW<1400
2016
1.30
1.30
0.11
0.13
2
1000<=kW<1400
2015
1.30
1.30
0.11
0.13
2
1000<=kW<1400
2014
1.30
1.30
0.11
0.13
2
1000<=kW<1400
2013
5.97
5.97
0.11
0.13
2
1000<=kW<1400
2012
5.97
5.97
0.31
0.33
2
1000<=kW<1400
2011
5.97
5.97
0.31
0.33
2
1000<=kW<1400
2010
5.97
5.97
0.31
0.33
2
1000<=kW<1400
2009
5.97
5.97
0.31
0.33
2
1000<=kW<1400
2008
5.97
5.97
0.31
0.33
2
1000<=kW<1400
2007
8.33
8.33
0.31
0.33
2
1000<=kW<1400
2006
10.55
10.55
0.31
0.33
2
1000<=kW<1400
2005
10.55
10.55
0.31
0.33
2
1000<=kW<1400
2004
10.55
10.55
0.31
0.33
2
1000<=kW<1400
2003
10.55
10.55
0.31
0.33
2
1000<=kW<1400
2002
10.55
10.55
0.31
0.33
2
1000<=kW<1400
2001
10.55
10.55
0.31
0.33
2
1000<=kW<1400
2000
10.55
10.55
0.31
0.33
2
1000<=kW<1400
pre-2000
13.36
13.36
0.31
0.33
2
1400<=kW<2000
2016+
1.30
1.30
0.03
0.05
2
1400<=kW<2000
2015
6.17
6.17
0.16
0.17
2
1400<=kW<2000
2014
6.17
6.17
0.16
0.17
2
1400<=kW<2000
2013
6.55
6.55
0.16
0.17
2
1400<=kW<2000
2012
8.33
8.33
0.31
0.33
2
1400<=kW<2000
2011
8.33
8.33
0.31
0.33
A-6
-------
Table A-2. Category 2 Distillate Emission Factors (Cont.)
Category
Engine Size
Model Year
NO. Weighted EF g/kW-
hr (Distillate -15 ppm)
NO. Weighted EF g/kW-hr
(Distillate 500 ppm)
PM10 Weighted EF g/kW-
hr (Distillate -15 ppm)
PM10 Weighted EF g/kW-
hr (Distillate 500 ppm)
2
1400<=kW<2000
2010
8.33
8.33
0.31
0.33
2
1400<=kW<2000
2009
8.33
8.33
0.31
0.33
2
1400<=kW<2000
2008
8.33
8.33
0.31
0.33
2
1400<=kW<2000
2007
8.33
8.33
0.31
0.33
2
1400<=kW<2000
2006
10.55
10.55
0.31
0.33
2
1400<=kW<2000
2005
10.55
10.55
0.31
0.33
2
1400<=kW<2000
2004
10.55
10.55
0.31
0.33
2
1400<=kW<2000
2003
10.55
10.55
0.31
0.33
2
1400<=kW<2000
2002
10.55
10.55
0.31
0.33
2
1400<=kW<2000
2001
10.55
10.55
0.31
0.33
2
1400<=kW<2000
2000
10.55
10.55
0.31
0.33
2
1400<=kW<2000
pre-2000
13.36
13.36
0.31
0.33
2
2000<=kW<3700
2016+
1.30
1.30
0.03
0.05
2
2000<=kW<3700
2015
1.30
1.30
0.18
0.20
2
2000<=kW<3700
2014
1.30
1.30
0.18
0.20
2
2000<=kW<3700
2013
8.33
8.33
0.19
0.20
2
2000<=kW<3700
2012
8.33
8.33
0.31
0.33
2
2000<=kW<3700
2011
8.33
8.33
0.31
0.33
2
2000<=kW<3700
2010
8.33
8.33
0.31
0.33
2
2000<=kW<3700
2009
8.33
8.33
0.31
0.33
2
2000<=kW<3700
2008
8.33
8.33
0.31
0.33
2
2000<=kW<3700
2007
8.33
8.33
0.31
0.33
2
2000<=kW<3700
2006
10.55
10.55
0.31
0.33
2
2000<=kW<3700
2005
10.55
10.55
0.31
0.33
2
2000<=kW<3700
2004
10.55
10.55
0.31
0.33
2
2000<=kW<3700
2003
10.55
10.55
0.31
0.33
2
2000<=kW<3700
2002
10.55
10.55
0.00
0.33
2
2000<=kW<3700
2001
10.55
10.55
0.31
0.33
2
2000<=kW<3700
2000
10.55
10.55
0.31
0.33
2
2000<=kW<3700
pre-2000
13.36
13.36
0.31
0.33
A-7
-------
Table A-2. Category 2 Distillate Emission Factors (Cont.)
Category
Engine Size
Model Year
NO, Weighted EF g/kW-
hr (Distillate -15 ppm)
NO, Weighted EF g/kW-hr
(Distillate 500 ppm)
PM10 Weighted EF g/kW-
hr (Distillate -15 ppm)
PM10 Weighted EF g/kW-
hr (Distillate 500 ppm)
2
kW>=3700
2017+
1.30
1.30
0.05
0.06
2
kW>=3700
2016
1.30
1.30
0.05
0.06
2
kW>=3700
2015
1.30
1.30
0.05
0.06
2
kW>=3700
2014
1.30
1.30
0.18
0.20
2
kW>=3700
2013
8.33
8.33
0.31
0.33
2
kW>=3700
2012
8.33
8.33
0.31
0.33
2
kW>=3700
2011
8.33
8.33
0.31
0.33
2
kW>=3700
2010
8.33
8.33
0.31
0.33
2
kW>=3700
2009
8.33
8.33
0.31
0.33
2
kW>=3700
2008
8.33
8.33
0.31
0.33
2
kW>=3700
2007
8.33
8.33
0.31
0.33
2
kW>=3700
2006
10.55
10.55
0.31
0.33
2
kW>=3700
2005
10.55
10.55
0.31
0.33
2
kW>=3700
2004
10.55
10.55
0.31
0.33
2
kW>=3700
2003
10.55
10.55
0.31
0.33
2
kW>=3700
2002
10.55
10.55
0.31
0.33
2
kW>=3700
2001
10.55
10.55
0.31
0.33
2
kW>=3700
2000
10.55
10.55
0.31
0.33
2
kW>=3700
pre-2000
13.36
13.36
0.31
0.33
A-8
------- |