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2021 SmartWay Barge
Carrier Partner Tool:
Technical Documentation
U.S. Version 2.0.20 (Data Year 2020)
EPA-420-B-21-012 I March 20211 SmartWay Transport Partnership I epa.gov/smartway
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* mAgency U.S. Environmental Protection Agency J
2021 SmartWay Barge
Carrier Partner Tool:
Technical Documentation
U.S. Version 2.0.20
(Data Year 2020)
Transportation and Climate Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
EPA-420-B-21-012
March 2021
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Table of Contents
1.0 EMISSION FACTORS AND ASSOCIATED ACTIVITY INPUTS 5
1.1 AvaiLabLe Emission Factors 5
1.2 Activity Data Inputs 7
2.0 EMISSION ESTIMATION 9
2.1 C02 CaLcuLation 9
2.2 NOx, PMio and BLack Carbon CaLcuLations 9
2.3 Retrofit Effectiveness 10
3.0 PERFORMANCE METRICS 12
3.1 Grams per Barge-MiLe 12
3.2 Grams per Loaded Barge-MiLe 12
3.3 Grams per Ton-MiLe 12
3.4 FLeet Average CaLcuLations 13
3.5 PubLic DiscLosure Reports 13
4.0 DATA VALIDATION 14
5.0 FUTURE ENHANCEMENTS 16
REFERENCES 17
APPENDIX A: MARINE ENGINE EMISSION FACTORS (G/KWHR) A-l
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List of Tables
Table l. C02 Factors by Fuel Type* 5
Table 2. Marine Vessel Engine Load Factors (%) 10
Table 3. Diesel Propulsion Engine Retrofit Reduction Factors 11
Table 4. Barge Capacity by Type/Length Combination (1,000 cubic feet) 14
Table 5. Articulated/Integrate Barge Capacity by Volume Category (barrels) 15
Table A-i. Auxiliary Engine Emission Factors (g/kWhr) A-2
Table A-2. Propulsion Engine Emission Factors (g/kWhr) A-6
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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.
l.l AVAILABLE EMISSION FACTORS
Propulsion Engines
C02 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 C02 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 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. COz Factors by Fuel Type*
g/gal
Source1
Diesel
10,180
(i)
Biodiesel (Bioo)
9.460
(ii)
LNG
4.394
(iii)
* 100% combustion (oxidation) assumed
The Barge Tool uses emission factors expressed in g/kW-hr to estimate NOx, PM and black carbon
emissions. For marine distillate fuel, the Tool uses emission factors presented in EPA's 2020 Port Emissions
Inventory Guidance. The emission factors for main propulsion engines using ultra-low (15 ppm) sulfur
distillate fuel are a function of year of manufacture (or rebuild) and rated engine power (in kW). These
factors, presented in Appendix A, are combined with estimated engine activity in kW-hrs to estimate mass
emissions, as described in Section 2. The PM10 factors are multiplied by 0.97 to obtain PM2i5 estimates,
consistent with the conversion factors in the Port Emissions Inventory Guidance.
1 i) Fuel, economy calculations in 40 C.F.R 600.113 available at http://edocket.access.apo.aov/cfr 2004/iulatr/pdf/40cfr600.ir3-cn.pdf. Accessed 1-31-21.
ii) Tables IV.A.3-2 and 3-3 in A Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions, available at
https://nepis.epa.aov/Exe/ZvP DF.cai?Dockev=PiooiZAo.pdf. Accessed 1-31-21.
iii) Assuming 74,720 Btu/gal Lower heating value (http://www.afdc.enerav.aov/afdc/fuels/properties.html - Accessed 1-31-21.), and 0.059 g/Btu.
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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 * (vol% biodiesel)] -1} * 100%
Where:
a = 0.0009794 for NOx, and
a = -0.006384 for PM and Black Carbon2
For example, the NOx reduction associated with B20 is calculated as follows
[Expto.0009747 x 20)-i] x 100 = 1.9%
To obtain the final NOx emissions the unadjusted NOx is multiplied by (1-0.019) = 0.981,
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 g NOx/kW-hr
% 0.075 g PMio/kW-hr
For LNG, NOx and PM 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 PMi0 emissions, consistent with the conversion used for diesel fuel.
Black carbon emission factors for LNG engines are based on emission rates for heavy-duty onroad trucks.
The MOVES3 model was run for the 2021 calendar year at the national level to estimate the ratio of black
carbon to PM2,5 grams per mile rates for class 8b LNG trucks. Ratios vary by engine model year group:
% Pre-2002: BC = 0.082 x PM2.5
2 The study's biodiesel emissions testing did not characterize black carbon. Black carbon reductions are assumed to scale one to one with PM reductions.
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^ 2002+: BC = 0.035 X PM2.5
Auxiliary Engines
NOx, PM, and black carbon emissions associated with diesel auxiliary engine operation depend on kW and
engine model year (see Table A-i in Appendix A).3 Alternative fuels and retrofits are not allowed for auxiliary
engines at this time.
APU emissions are calculated by multiplying the appropriate factors by the kW-hr inputs from the tool, and
the default engine load factors for harbor craft APUs.4
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 -
¦ Propulsion engine model/rebuild year
¦ EPA Engine Class (1 or 2)
¦ Fuel type (diesel - 15 or 500 ppm, biodiesel, and LNG)
¦ Retrofit information (technology and/or % NOx and/or PM reduction, if applicable)
¦ Annual fuel use (gallons or tons) - Total for propulsion and auxiliary engines
¦ Vessel towing capacity (tons)5 - optional input
¦ Propulsion engine operation
o # engines (1, 2 or 3)
o Total rated power (HP or kW - sum if two engines)
o Hours of operation per year (underway and maneuvering)
¦ Auxiliary engine operation (for each engine)6
o Engine age
o Rated power (HP or kW)
3 See https://nepis,epa,aov/Exe/ZvPDF,cai?Dockev= Pioi02Uo.pdf. Accessed 1-31-21.
4 Load factor = 0.43 for auxiliary engines. From U.S. EPA 2020, Port Emissions Inventory Guidance, Table 4.4.
5 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.
6 Note - the Barge Tool assumes all auxiliary engines are diesel powered.
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o Hours of operation per year
^ Barge operation information
¦ Barge type (hopper, covered cargo, tank, deck, container, other)
¦ Barge size, by type (150,175,195-200 and 250-300 feet in Length)
¦ For each type/size combination:
o Number
o Average cargo volume utilization (%) - for each size/type combination
o Average annual loaded miles per barge (nautical)
o Average annual empty miles per barge (nautical)
o 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%)
¦ Ton-miles
¦ Loaded barge-miles
¦ 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 and ton-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.
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Emission Estimation
The following sections discuss how emissions are calculated, beginning with selection of emission factors.
2.1 C02 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/ton7
^ Biodiesel (B100) - 274 gallons/ton8
LNG - 573 gallons/ton9
Once all fuel consumption values have been converted to gallons, C02 mass emission estimates are
calculated for each vessel using the factors shown in Table 1, converted to short tons (1.1023 x io~6 short
tons/gram), and summed across vessels to obtain tons of C02 per year for the entire vessel fleet.
2.2 NOx, PM10 AND BLACK CARBON CALCULATIONS
NOx, PM10 and black carbon are calculated based on kW-hr activity estimates. This approach allows emission
calculations to account for the size of the vessel's propulsion and auxiliary engines and the amount of time a
vessel operates. Equation 2 presents the general equation for calculating NOx, PM10 and black carbon
emissions for each engine using diesel fuel.10 The equation is used for each unique combination of engine
type (propulsion or auxiliary), vessel type (linehaul, locking, canal, etc.), engine power rating group, and
engine model year.
Equation 2
EMP = Pw x 0.7457 x Hr x LF/100 x EF / 1,102,300
Where:
EMP = Marine vessel emissions for pollutant (p) (tons/year)
Pw = Sum of the power ratings for each of the vessel's engines (hp or kW)11
a
7 Iowa State Extension Outreach Ag Decision Maker, http://www.extension.iastate.edu/aadm/wholefarm/html/c6-87.html. Accessed 2-14-20.
8 Converted from 7.3 Lbs/gaLLon. See https://www.nreL.aov/docs/fvQQostiAn672.pdf. Tabte 1, Accessed 1-31-21.
9 Midwest Energy Sotutions. Energy VoLume & Weight, http://www.midwesteneravsolutions.net/cna-resources/enerav-volume-weiaht. Accessed 1-31-
21.
10 Note: the PM emission factors used in the Barge Toot estimate direct or "primary" PM produced as a resutt of incomptete combustion. Estimates do not
inctude indirect PM emissions associated with sutfur gas compounds aerosotizing in the atmosphere.
11 This approach assumes that muttipte proputsion engines entered in a singte row of the Toot are of the same type, power, and age, and operate in tandem.
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0.7457 = Conversion factor from horsepower to kilowatts, if needed (kW/hp - Perry's Chemical
Engineer's Handbook)
Hre = Total annual hours of operation for each engine (hr)
LF = Load factor - see Table 3 (percentage)
EF = Emission factor for pollutant p (grams/kW-hr) - see Appendix A
1,102,300 = Conversion factor from grams to short tons
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 equation are provided in EPA's Port Emissions Inventory Guidance (Table
4.4) and are shown in Table 2 below.
Table 2. Marine Vessel Engine Load Factors (%)
Engine Type Vessel Type12 Load Factor
Propulsion
Linehaul (towboat)
68%
Propulsion
Locking (tugboat)
50%
Propulsion
Canal (tugboat)
50%
Propulsion
Harbor (tugboat)
50%
Propulsion
Coastwise (towboat)
68%
Propulsion
Articulated barge (towboat)
68%
Propulsion
Other (Miscellaneous
C1/C2)
52%
Auxiliary
ALL types
43%
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.
If LNG is used, NOx 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).
2.3 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.13 The reduction factors assumed for each of these control options are presented in
12 The vessel categories included in the Barge Tool are associated with specific ship types presented in EPA's Port Emissions Inventory Guidance to assign
default Load factors. EPA ship category assignments are shown in parentheses.
13 Eastern Research Group, "MARKAL Marine Methodology", prepared for Dr. Cynthia Gage, US EPA, December 30, 2010.
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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
Reduction Factor
Control
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 414 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.
14 The Barge TooL assumes that retrofits are onty apptied to main proputsion engines, not auxitiary engines.
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Performance 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.15
3-1 GRAMS PER BARGE-MILE
Equation 3
grams / (loaded + unloaded barge-miles - from Total Fleet Activity entry)
3 2 GRAMS PER LOADED BARGE-MILE
Equation 4
grams / (loaded barge-miles - from Total Fleet Activity entry)
3 3 GRAMS PER TON-MILE
Equation 5
grams / (total ton-miles - from Total Fleet Activity entry)
151 nautical mile -1.15 statute mites.
a
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3-4 FLEET AVERAGE CALCULATIONS
The Barge Tool calculates fleet-level average payloads 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.
3 5 PUBLIC DISCLOSURE REPORTS
The Barge Tool now provides a report summarizing Scope 1 emissions for public disclosure purposes. Mass
emissions are presented in metric tonnes for C02 (biogenic and non-biogenic), NOx, and PM16 for all fleets.
Biogenic C02 emissions estimates are assumed to equal 2 percent of total C02 emissions, as per U.S.
requirements for biomass-based diesel from the EPA Renewable Fuel Standard program final volume
requirements.17
16 Emissions from CH4, N20, HFC's, PFC's, SF6 and NF3 have been deemed immaterial, comprising Less than 5% of overall GHG emissions and are therefore
excluded for reporting purposes.
17 As stated in the Final Rule (Table I.B.7-1 - see https://www.govinfo.gov/content/pkg/FR-2020-02-06/pdf/2020-0043i.pdf, accessed 1-31-21), the
volume requirements for biomass-based diesel in 2020 is 2.10%, rounded to equal 2% for calculation purposes. The percentage will be updated annually in
the Tool.
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Data Validation
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. These
three values must be within 5% of the totals calculated as follows:
Equation 6
Total Ton-miles = [£b (number of barges x Annual Loaded Miles per Barge x Average Loaded
Payload per Barge)]
Equation 7
Loaded Barge-Miles = [£b (number of barges x Annual Loaded Miles per Barge)]
Equation 8
Unloaded Barge-Miles = [£b (number of barges x Annual Empty Miles per Barge)]
The Barge Tool also conducts a validation check to confirm product densities are within a reasonable range,
with payloads flagged if the calculated cargo density is greater than 0.6 tons per cubic foot or less than
0.003 tons per cubic foot.18
Barge volumes were estimated for each barge type/size combination using standardized assumptions
regarding depth and width. Volumes are summarized below in Table 4 and Table 5.
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 barge19
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
18 High end approximately equal to that of gold, Low end to density of potato chips. See http://www.aqua-caLc.com/paae/densitv-
table/substance/Snacks-coma-and-blank-potato-blank-chips-coma-and-blank-white-coma-and-blank-restructured-coma-and-blank-baked. Accessed
1-31-21.
19 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.
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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.20 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
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.
20 US Maritime Administration data compited by Tradeswindsnews.com: provided by Terrence Houston, American Waterway Operators, December 15, 2016.
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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.
Add option for dual-fuel propulsion engines.
Allow user-specified propulsion engine load factors.
Develop default average volume utilization and payloads based on commodity type and other Partner
data.
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U.S. tN VI RON MENTAL PROTECTION AGENCY
References
American Waterway Operators website
Jobs and Economy: Industry Factors, http://www.americanwaterways.com/initiatives/iobs-
economy/industrv-facts. Accessed 1-31-21.
Coosa-ALabama River Improvement Association (CARIA)
Barges and Towboats.
Dunn and Bradstreet
Hoovers, Inland Barge Transport, http://www.hoovers.com/industrv-facts.inland-water-freiaht-
transportation.1612.htmL Accessed 1-31-21.
East Dubuque (ED) Local Area History Project
Barges and Tows, April 2000.
Hines Furlong Line
Tank Barges, http://www.hinesfurlonaline.com/tank-baraes. Accessed 1-31-21.
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.mcdonouahmarine.com/deck-baraes.html. Accessed 1-31-21.
Texas Transportation Institute (TTI)
and the Center for Ports and Waterways, Modal Comparison of Domestic Freight Transportation Effects on
The General Public, Houston, Texas, March 2009.
U.S. Army Corp of Engineers
Waterborne Commerce Statistics Center, https://www.iwr.usace.armv.mil/about/technical-centers/wcsc-
waterborne-commerce-statistics-center/. Accessed 1-31-21.
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/aeoOQ/.
Accessed 1-31-21.
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, 2007.
SmartWay Technical. Documentation | References 17
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U.S. tN VI RON MENTAL PROTECTION AGENCY
U.S. EPA
Port Emissions Inventory Guidance, September 2020. Accessed 1-31-21.
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=^2. Accessed 2-11-19.
SmartWay Technical. Documentation | References 18
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Appendix A: Marine Engine Emission Factors
(g/kWhr)21
21 Emission factors are from EPA's 2020 Port Emissions Inventory Guidance - https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey= Pi0i02U0.pdf - Accessed 1-31-
21.
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Table A-i. Auxiliary Engine Emission Factors (g/kWhr)
Model Year
Engine Size
X
0
z
PM10
BC
Pre 1999
0 < kW s 8
13.410
1.213
0.906
Pre 1999
8 < kW s 19
11.399
1079
0.806
Pre 1999
19 < kW s 37
9.253
0.945
0.706
Pre 1999
37 < kW s 600
10.081
0.292
0.218
Pre 1999
600 < kW s 1000
10.406
0.212
0.158
Pre 1999
1000 < kW s 1400
10.947
o.igi
0.143
Pre 1999
1400 < kW s 2000
11.000
o.igo
0.142
1999
0 < kW s 8
13.410
1.213
o.go6
1999
8 < kW s 19
11.399
1079
0.806
1999
19 < kW s 37
6.343
0.328
0.245
1999
37 < kW s 600
10.081
0.292
0.218
1999
600 < kW s 1000
10.406
0.212
0.158
1999
1000 < kW s 1400
10.947
o.igi
0.143
1999
1400 < kW s 2000
11.000
o.igo
0.142
2000
0 < kW s 8
7.014
0.475
0.355
2000
8 < kW s 19
5-954
0.234
0.175
2000
19 < kW s 37
6.343
0.328
0.245
2000
37 < kW s 600
10.081
0.2g2
0.218
2000
600 < kW s 1000
10.406
0.212
0.158
2000
1000 < kW s 1400
10.947
o.igi
0.143
2000
1400 < kW s 2000
11.000
o.igo
0.142
2001
0 < kW s 8
7.014
0.475
0.355
2001
8 < kW s 19
5-954
0.234
0.175
2001
19 < kW s 37
6.343
0.328
0.245
2001
37 < kW s 600
10.081
0.2g2
0.218
2001
600 < kW s 1000
10.406
0.212
0.158
2001
1000 < kW s 1400
10.947
o.igi
0.143
2001
1400 < kW s 2000
11.000
o.igo
0.142
2002
0 < kW s 8
7.014
0.475
0.355
2002
8 < kW s 19
5-954
0.234
0.175
2002
19 < kW s 37
6-343
0.328
0.245
2002
37 < kW s 600
10.081
0.2g2
0.218
2002
600 < kW s 1000
10.406
0.212
0.158
2002
1000 < kW s 1400
10.947
o.igi
0.143
2002
1400 < kW s 2000
11.000
o.igo
0.142
2003
0 < kW s 8
7.014
0.475
0.355
2003
8 < kW s 19
5-954
0.234
0.175
2003
19 < kW s 37
6.343
0.328
0.245
2003
37 < kW s 600
10.081
0.2g2
0.218
2003
600 < kW s 1000
10.406
0.212
0.158
2003
1000 < kW s 1400
10.947
o.igi
0.143
2003
1400 < kW s 2000
11.000
o.igo
0.142
2004
0 < kW s 8
7.014
0.475
0.355
2004
8 < kW s 19
5-954
0.234
0.175
2004
19 < kW s 37
4-975
0-2Q5
0.221
2004
37 < kW s 600
6.373
o.igo
0.142
SmartWay Technical. Documentation | Appendix A A-2
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^KxSmartWay
U.S. Environmental Protection Agency *
Model Year
Engine Size
X
O
z
PM10
BC
2004
600 < kW i
1000
7.621
0.166
0.124
2004
1000 < kW
< 1400
9.195
o.igi
0.143
2004
1400 < kW
2000
g.200
o.igo
0.142
2005
0 < kW
< 8
5.887
0.4g7
0.371
2005
8 < kW i
19
4.868
0.242
0.181
2005
19 < kW
37
4975
o.2g5
0.221
2005
37 < kW s
600
6.105
0.157
0.117
2005
600 < kW i
1000
7.621
0.166
0.124
2005
1000 < kW
< 1400
9.195
o.igi
0.143
2005
1400 < kW
2000
g.200
o.igo
0.142
2006
0 < kW
< 8
5.887
o.4g7
0.371
2006
8
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^KxSmartWay
U.S. Environmental Protection Agency *
Model Year
Engine Size
X
O
z
PM10
BC
2011
37 < kW s
600
5.962
0.151
0.113
2011
600 < kW i
1000
6.100
0.139
0.104
2011
1000 < kW
< 1400
6.100
1 0.139
0.104
2011
1400 < kW
2000
6.100
0.139
0.104
2012
0 < kW
< 8
4.390
0.240
o.i7g
2012
8 < kW i
19
3.630
o.igo
0.142
2012
19 < kW
37
3.710
0.180
0.134
2012
37 < kW s
600
5.924
0.148
0.111
2012
600 < kW i
1000
5.608
0.115
0.086
2012
1000 < kW
< 1400
4.954
0.083
0.062
2012
1400 < kW
2000
4.890
0.080
0.060
2013
0 < kW
< 8
4.390
0.240
o.i7g
2013
8
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^KxSmartWay
U.S. Environmental Protection Agency *
Model Year
Engine Size
X
0
z
PM10
BC
2018+
19 < kW s 37
2.320
0.180
O.134
2018+
37 < kW s 600
4.580
0.077
0.058
2018+
600 < kW s 1000
1.300
0.030
0.022
2018+
1000 < kW s 1400
1.300
0.030
0.022
2018+
1400 < kW s 2000
1.300
0.030
0.022
SmartWay TechnicaL Documentation | Appendix A A-5
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^KxSmartWay
U.S. Environmental Protection Agency *
Table A-2. Propulsion Engine Emission Factors (g/kWhr)
Model
Year
Engine Size
NOx
PMio
Black Carbon
Pre 1999
37 < kW < 600
10.076
0.242
0.181
Pre 1999
600 < kW < 1000
10.247
0.208
0.155
Pre 1999
1000 < kW < 1400
10.454
0.217
0.162
Pre 1999
1400 < kW < 2000
11.799
0.197
0.147
Pre 1999
2000 < kW < 3700
13.360
0.210
0.157
Pre 1999
3700+ kW
13.360
0.210
0.157
1999
37 < kW < 600
10.076
0.242
0.181
1999
600 < kW < 1000
10.247
0.208
0.155
1999
1000 < kW < 1400
10.454
0.217
0.162
1999
1400 < kW < 2000
11.799
0.197
0.147
1999
2000 < kW < 3700
13.360
0.210
0.157
1999
3700+ kW
13.360
0.210
0.157
2000
37 < kW < 600
10.076
0.242
0.181
2000
600 < kW < 1000
10.247
0.208
0.155
2000
1000 < kW < 1400
10.454
0.217
0.162
2000
1400 < kW < 2000
11.799
0.197
0.147
2000
2000 < kW < 3700
13.360
0.210
0.157
2000
3700+ kW
13.360
0.210
0.157
2001
37 < kW < 600
10.076
0.242
0.181
2001
600 < kW < 1000
10.247
0.208
0.155
2001
1000 < kW < 1400
10.454
0.217
0.162
2001
1400 < kW < 2000
11.799
0.197
0.147
2001
2000 < kW < 3700
13.360
0.210
0.157
2001
3700+ kW
13.360
0.210
0.157
2002
37 < kW < 600
10.076
0.242
0.181
2002
600 < kW < 1000
10.247
0.208
0.155
2002
1000 < kW < 1400
10.454
0.217
0.162
2002
1400 < kW < 2000
11.799
0.197
0.147
2002
2000 < kW < 3700
13.360
0.210
0.157
2002
3700+ kW
13.360
0.210
0.157
SmartWay Technical. Documentation | Appendix A A-6
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^KxSmartWay
U.S. Environmental Protection Agency *
Model
Year
Engine Size
NOx
PMio
Black Carbon
2003
37 < kW < 600
10.076
0.242
0.181
2003
600 < kW < 1000
10.247
0.208
0.155
2003
1000 < kW < 1400
10.454
0.217
0.162
2003
1400 < kW < 2000
11.799
0.197
0.147
2003
2000 < kW < 3700
13.360
0.210
0.157
2003
3700+ kW
13.360
0.210
0.157
2004
37 < kW < 600
6.502
0.131
0.098
2004
600 < kW < 1000
7.828
0.160
0.120
2004
1000 < kW < 1400
7.278
0.147
0.110
2004
1400 < kW < 2000
9.657
0.197
0.147
2004
2000 < kW < 3700
10.550
0.210
0.157
2004
3700+ kW
10.550
0.210
0.157
2005
37 < kW < 600
6.456
0.129
0.096
2005
600 < kW < 1000
7.828
0.160
0.120
2005
1000 < kW < 1400
7.278
0.147
0.110
2005
1400 < kW < 2000
9.657
0.197
0.147
2005
2000 < kW < 3700
10.550
0.210
0.157
2005
3700+ kW
10.550
0.210
0.157
2006
37 < kW < 600
6.456
0.129
0.096
2006
600 < kW < 1000
7.828
0.160
0.120
2006
1000 < kW < 1400
7.278
0.147
0.110
2006
1400 < kW < 2000
9.657
0.197
0.147
2006
2000 < kW < 3700
10.550
0.210
0.157
2006
3700+ kW
10.550
0.210
0.157
2007
37 < kW < 600
6.058
0.123
0.092
2007
600 < kW < 1000
6.061
0.124
0.092
2007
1000 < kW < 1400
6.218
0.137
0.102
2007
1400 < kW < 2000
6.789
0.183
0.137
2007
2000 < kW < 3700
8.330
0.309
0.231
2007
3700+ kW
8.330
0.309
0.231
2008
37 < kW < 600
6.058
0.123
0.092
2008
600 < kW < 1000
6.061
0.124
0.092
SmartWay TechnicaL Documentation | Appendix A A-7
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^KxSmartWay
U.S. Environmental Protection Agency *
Model
Year
Engine Size
NOx
PMio
Black Carbon
2008
1000 < kW < 1400
6.218
0.137
0.102
2008
1400 < kW < 2000
6.789
0.183
0.137
2008
2000 < kW < 3700
8.330
0.309
0.231
2008
3700+ kW
8.330
0.309
0.231
2009
37 < kW < 600
6.058
0.123
0.092
2009
600 < kW < 1000
6.061
0.124
0.092
2009
1000 < kW < 1400
6.218
0.137
0.102
2009
1400 < kW < 2000
6.789
0.183
0.137
2009
2000 < kW < 3700
8.330
0.309
0.231
2009
3700+ kW
8.330
0.309
0.231
2010
37 < kW < 600
6.058
0.123
0.092
2010
600 < kW < 1000
6.061
0.124
0.092
2010
1000 < kW < 1400
6.218
0.137
0.102
2010
1400 < kW < 2000
6.789
0.183
0.137
2010
2000 < kW < 3700
8.330
0.309
0.231
2010
3700+ kW
8.330
0.309
0.231
2011
37 < kW < 600
6.058
0.123
0.092
2011
600 < kW < 1000
6.061
0.124
0.092
2011
1000 < kW < 1400
6.218
0.137
0.102
2011
1400 < kW < 2000
6.789
0.183
0.137
2011
2000 < kW < 3700
8.330
0.309
0.231
2011
3700+ kW
8.330
0.309
0.231
2012
37 < kW < 600
6.041
0.121
0.091
2012
600 < kW < 1000
5.872
0.116
0.087
2012
1000 < kW < 1400
6.051
0.130
0.097
2012
1400 < kW < 2000
6.002
0.151
0.113
2012
2000 < kW < 3700
8.330
0.309
0.231
2012
3700+ kW
8.330
0.309
0.231
2013
37 < kW < 600
5.668
0.105
0.079
2013
600 < kW < 1000
5.303
0.092
0.069
2013
1000 < kW < 1400
5.659
0.105
0.078
2013
1400 < kW < 2000
5.398
0.100
0.075
SmartWay TechnicaL Documentation | Appendix A A-8
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^KxSmartWay
U.S. Environmental Protection Agency *
Model
Year
Engine Size
NOx
PMio
Black Carbon
2013
2000 < kW < 3700
8.330
0.185
0.138
2013
3700+ kW
8.330
0.309
0.231
2014
37 < kW < 600
4.692
0.069
0.052
2014
600 < kW < 1000
4.743
0.071
0.053
2014
1000 < kW < 1400
4.826
0.074
0.055
2014
1400 < kW < 2000
5.269
0.099
0.074
2014
2000 < kW < 3700
1.300
0.182
0.136
2014
3700+ kW
1.300
0.180
0.134
2015
37 < kW < 600
4.692
0.069
0.052
2015
600 < kW < 1000
4.743
0.071
0.053
2015
1000 < kW < 1400
4.826
0.074
0.055
2015
1400 < kW < 2000
5.269
0.099
0.074
2015
2000 < kW < 3700
1.300
0.182
0.136
2015
3700+ kW
1.300
0.180
0.134
2016
37 < kW < 600
4.692
0.069
0.052
2016
600 < kW < 1000
4.743
0.071
0.053
2016
1000 < kW < 1400
4.826
0.074
0.055
2016
1400 < kW < 2000
1.300
0.031
0.023
2016
2000 < kW < 3700
1.300
0.034
0.025
2016
3700+ kW
1.300
0.180
0.134
2017
37 < kW < 600
4.692
0.069
0.052
2017
600 < kW < 1000
4.743
0.071
0.053
2017
1000 < kW < 1400
1.300
0.030
0.022
2017
1400 < kW < 2000
1.300
0.031
0.023
2017
2000 < kW < 3700
1.300
0.034
0.025
2017
3700+ kW
1.300
0.046
0.034
2018+
37 < kW < 600
4.692
0.061
0.046
2018+
600 < kW < 1000
1.300
0.030
0.022
2018+
1000 < kW < 1400
1.300
0.030
0.022
2018+
1400 < kW < 2000
1.300
0.031
0.023
2018+
2000 < kW < 3700
1.300
0.034
0.025
2018+
3700+ kW
1.300
0.046
0.034
SmartWay TechnicaL Documentation | Appendix A A-9
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SmartWay
U.S. Environmental Protection Agency +
U. S. Environmental Protection Agency
Office of Transportation and Air Quality
1200 Pennsylvania Ave. NW
Washington, DC 20460
(734)214-4333
www.epa.aov/transportation-air-pollution-and-
climate-chanae
U. S. Environmental Protection Agency
National Vehicle and Fuel Emissions Laboratory
2565 Plymouth Rd.
Ann Arbor, Ml 48105
(734) 214-4200
www.epa.gov/aboutepa/about-national-
vehicle-and-fuel-emissions-laboratorv-nvfel
EPA 420 B 21 012 | March 20211 SmartWay Transport Partnership | epa.gov/smartway
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