Starcrest dedicates its work on this project to the loving memory of Kelly O'Reilly Ray

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2 Starcrest dedicates its work on this project to the loving memory of Kelly O'Reilly Ray

3 ADDENDUM TO 2002 BASELINE EMISSIONS INVENTORY OCEAN-GOING VESSELS, HARBOR CRAFT, AND EXPANDED BOUNDARY FOR RAIL LOCOMOTIVES AND HEAVY-DUTY VEHICLES Prepared for: THE PORT OF LONG BEACH Prepared by: Starcrest Consulting Group, LLC 5386 NE Falcon Ridge Lane Poulsbo, WA 98370

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5 TABLE OF CONTENTS EXECUTIVE SUMMARY... 1 SECTION 1 INTRODUCTION...7 SECTION 2 OCEAN-GOING VESSELS Introduction Geographical Delineation Vessel Descriptions Auto Carrier Bulk Carrier Containership General Cargo Miscellaneous Integrated Tug/Barge Refrigerated Vessel Roll on Roll off Tankers Data and Information Acquisition Marine Exchange of Southern California Jacobsen Pilot Service Lloyd s Register of Ships Vessel Boarding Program and ARB Survey Data Methodology Propulsion ine Maximum Continuous Rated Power Propulsion ine Load Factor Propulsion ine Activity Propulsion ine Emission Factors Propulsion ine Emission Factors for Low Loads Auxiliary ine Emission Factors Boiler Emission Factors Data Processing and Quality Control Vessel Activity Port of Long Beach i

6 2.7.1 Auxiliary ine Activity Profiles Power and Fuel Demand Calculations Emission Estimates SECTION 3 HARBOR CRAFT Harbor Craft Descriptions and Characteristics Assist and Escort Tugboats Crew Boats Ferry and Excursion Vessels Government and Pilot Vessels Harbor and Ocean Tugboats Work Boats Methodology Emission Estimates SECTION 4 LOCOMOTIVES Rail System Description Methodology Emission Estimates SECTION 5 HEAVY-DUTY VEHICLES Road Transportation System Description Methodology Emission Estimates APPENDIX A OCEAN-GOING VESSEL EI SUPPORTING DATA APPENDIX B HARBOR CRAFT EI SUPPORTING DATA APPENDIX C LOCOMOTIVE EI SUPPORTING DATA APPENDIX D HEAVY-DUTY DIESEL-FUELED VEHICLE EI SUPPORTING DATA Port of Long Beach ii

7 LIST OF FIGURES Figure ES.1: South Coast Air Basin Boundary... 1 Figure ES.2: OGV and Harbor Vessel Out of Port Geographical Extent... 2 Figure ES.3: Percentage of Port-related NO X Emissions by Source Category... 4 Figure ES.4: Percentage of Port-related CO Emissions by Source Category... 5 Figure ES.5: Percentage of Port-related HC Emissions by Source Category... 5 Figure ES.6: Percentage of Port-related PM Emissions by Source Category... 6 Figure ES.7: Percentage of Port-related SO 2 Emissions by Source Category... 6 Figure 2.1: Geographical Extent and Major OGV Routes Figure 2.2: Precautionary Zone Figure 2.3: Port of Long Beach Harbor and Terminals Figure 2.4: Flag of Ship by Discrete Vessel Figure 2.5: Flag of Ship by Vessel Call Figure 2.6: Distribution of Vessel Type by Inbound Calls Figure 2.7: Auto Carrier Figure 2.8: Bulk Carrier Figure 2.9: Containership Figure 2.10: General Cargo Ship Figure 2.11: Integrated Tug/Barge Figure 2.12: Refrigerated Vessel Figure 2.13: Roll On Roll Off Vessel Figure 2.14: Tanker Figure 2.15: Propulsion ine Emission Estimation Flow Diagram Figure 2.16: Propeller Law Curve of Power Demand Figure 2.17: Low Loads Exponential Curve Figure 2.18: Auxiliary ine Emission Estimation Flow Diagram Figure 2.19: 2002 OGV Emissions by ine Type, % Figure 2.20: Comparison of 2002 Ocean-going Vessel In-Port and Out-of Port Emissions Figure 3.1: Harbor Craft Emission Estimation Flow Chart Port of Long Beach iii

8 Figure 3.2: Recreational Vessel Emission Estimation Flow Chart Figure 3.3: 2002 Harbor Craft Emissions Percentage by Vessel Type Figure 3.4: Comparison of 2002 Harbor Craft In-Port and Out-of Port Emissions64 Figure 4.1: South Coast Air Basin Boundary Figure 4.2: Alameda Corridor Figure 4.3: 2002 Rail Emissions Percentages Figure 4.4: Comparison of 2002 Rail In-Port and Out-of Port Emissions Figure 5.1: Comparison of 2002 HDV In-Port and Out-of Port Emissions Port of Long Beach iv

9 LIST OF TABLES Table ES.1: 2002 Emissions by Source Category, tpy... 3 Table ES.2: 2002 Emissions by Source Category, tpd... 3 Table ES.3: 2002 Port-Related Regional Emissions by Source Category, tpy... 4 Table 2.1: Inbound Calls by OGV Type Table 2.2: Emission Factors for OGV Main ines using RO, g/kw-hr Table 2.3: Comparison of ENTEC and EEAI Emission Rates, g/kw-hr Table 2.4: Low-Load Emission Factor Regression Equations as Modified Table 2.5: Auxiliary ine Emission Factors, g/kw-hr Table 2.6: Auxiliary Boiler Emission Factors Table 2.7: Regression of Main Power against DWT Table 2.8: Predicted Power versus Average Power Demand Table 2.9: Variance in Main Power Found in MarEx, kw Table 2.10: Long Beach Ship Calls by Trip Type, Table 2.11: Average Auxiliary Total Rated Power by OGV Type Table 2.12: OGV Auxiliary ine Load Factor Assumptions Table 2.13: 2002 OGV Emissions by Vessel Type, tpy Table 2.14: 2002 OGV Emissions by Vessel Type, tpd Table 2.15: 2002 OGV Emissions by ine Type, tpy Table 2.16: 2002 OGV Emissions by Trip Type Table 2.17: 2002 Ocean-going Vessel Emissions Table 3.1: Main ine Data by Vessel Category Table 3.2: Auxiliary ine Data by Vessel Category Table 3.3: Spatial Allocation by Harbor Craft Type Table 3.4: Category 1 Harbor Craft Emission Factors Table 3.5: ine Load Factors Table 3.6: 2002 Activity Data and Emission Factors for Recreational Vessels Table 3.7: 2002 Harbor Craft Emissions Table 3.8: 2002 Recreational Vessels Emissions Table 3.9: 2002 Assist Tugs Emissions Port of Long Beach v

10 Table 3.10: 2002 Crewboat Emissions Table 3.11: 2002 Excursion and Ferry Emissions Table 3.12: 2002 Towboat and Tugboat Emissions Table 3.13: 2002 Workboat Emissions Table 3.14: 2002 Harbor Craft Emissions Table 4.1: Line Haul Tonnage Summary Table 4.2: Estimated Out-of-Port Fuel Use Table 4.3: Estimated Out-of-Port Line Haul Emissions Table 4.4: Estimated Regional Switching and Line Haul Emissions Table 4.5: 2002 Rail Emissions Table 5.1: Emission Factors for HDVs Table 5.2: Emission Estimates for Port-Related HDVs (Out-of Port) Table 5.3: Emission Estimates for Port-Related HDVs Port of Long Beach vi

11 ACKNOWLEDGEMENTS Authors: Editors: Document Preparation: Guiselle Aldrete, associated with Starcrest Consulting Group, LLC Bruce Anderson, Principal, Starcrest Consulting Group, LLC Joseph Ray, Principal, Starcrest Consulting Group, LLC Sam Wells, associated with Starcrest Consulting Group, LLC Thomas Jelenic, Port of Long Beach Heather Tomley, Port of Long Beach Joyce Kristiansson, associated with Starcrest Consulting Group, LLC PT Anderson, Principal, Starcrest Consulting Group, LLC Denise Anderson, associated with Starcrest Consulting Group, LLC Port of Long Beach vii

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13 ACRONYMS AND ABBREVIATIONS ARB APL AQMP ASTM BAH BNSF BSFC CHE CO DAS DB DF DMV DPM DWT EEAI EF EI EMD EPA FCF FTP g/day g/hr g/mi GTM GVWR HC HDV HFO hp hrs HVAC ICTF IFO IMO ISO ITB IVL kts (California) Air Resources Board American President s Line Air Quality Management Plan American Society for Testing and Materials Booz Allen Hamilton, Inc. Burlington Northern Santa Fe Railroad brake specific fuel consumption cargo handling equipment carbon monoxide Distribution and Auto Service dynamic breaking deterioration factor Department of Motor Vehicles diesel particulate matter deadweight tons Energy and Environmental Analysis, Inc. emission factor emissions inventory (GE) Electromotive Division U.S. Environmental Protection Agency fuel correction factor Federal Testing Protocol grams per day grams per hour grams per mile gross ton-mile gross vehicle weight rating hydrocarbons heavy-duty vehicle heavy fuel oil horsepower hours heating/ventilation/air conditioning Intermodal Container Transfer Facility intermediate fuel oil International Maritime Organization International Organization for Standardization integrated tug/barge IVL Swedish Environmental Research Institute, Ltd. knots Port of Long Beach viii

14 ACRONYMS AND ABBREVIATIONS, CONTINUED kw LAXT lbs/day LF LPG LSDO MarEx MATES II MCR MDO MGO MMA MMGT MMGTM M&N Mph MW NMHC NOX OCL OGV PCEEI PCST P.E. PHL PM PM10 PM2.5 POLA ppm RIA RO Ro-Ro ROR rpm RSD RTG RTL S kilowatts Los Angeles Export Terminal pounds per day load factor liquefied petroleum gas low sulfur diesel oil Marine Exchange of Southern California Multiple Air Toxins Exposure Study maximum continuous rating marine diesel oil marine gas oil Meyer, Mohaddes Associates, Inc. millions of gross tons millions of gross tons-miles Moffatt & Nichols ineers miles per hour megawatts non-methane hydrocarbons oxides of nitrogen cable layer vessel ocean-going vessel Pleasure Craft Exhaust Emissions Inventory Pacific Cruise Ship Terminals Professional ineer Pacific Harbor Line particulate matter particulate matter less than 10 microns in diameter particulate matter less than 2.5 microns in diameter Port of Los Angeles parts per million Regulatory Impact Analysis residual oil roll-on/roll-off oceanographic research vessel revolutions per minute Regulatory Support Document rubber tired gantry (crane) rich text language sulfur Port of Long Beach ix

15 ACRONYMS AND ABBREVIATIONS, CONTINUED SCAQMD SO2 SoCAB SSA SUV TEU THC TICTF TOG tpd tpy U.S. UP USACE USCG VBP VLCS VMT VSR VTS South Coast Air Quality Management District sulfur dioxide South Coast Air basin Stevedoring Services of America sport-utility vehicle twenty-foot equivalent unit total hydrocarbon Terminal Island Container Transfer Facility total organic gases tons per day tons per year United States Union Pacific Railroad U.S. Army Corps of ineers United States Coast Guard Vessel Boarding Program very large cargo ship vehicle miles of travel Vessel Speed Reduction Vessel Traffic Service Port of Long Beach x

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17 EXECUTIVE SUMMARY This report is an addendum to the Port of Long Beach s 2002 Baseline Emissions Inventory: Cargo Handling Equipment, Rail Locomotives and Heavy-Duty Vehicles (2002 BEI) 1. This addendum to the 2002 BEI includes air emissions estimates for ocean-going vessels and harbor craft vessels. In addition, this report presents air emission estimates for locomotives and heavy-duty vehicles operating in the South Coast Air Basin (SoCAB). In the 2002 BEI report, air emissions for locomotives and heavy-duty trucks were estimated for up to the Port boundary. This report expands the geographical delineation to include port-related cargo movements within the boundaries of the SoCAB for rail and HDV emissions. Figure ES.1 shows the SoCAB boundary and the location of the Port. Since both the Port of Long Beach (Port) and Port of Los Angeles (POLA) are interconnected with intermodal transportation linkages, every effort was made to only account for freight movements originating from or having a destination at the Port. Figure ES.1: South Coast Air Basin Boundary Figure ES.2 shows the geographical extent of the out-of-port study area for marine vessels. 1 Starcrest Consulting Group, 2002 Baseline Emissions Inventory: Cargo Handling Equipment, Rail Locomotives, and Heavy-Duty Vehicles, March Port of Long Beach 1

18 Figure ES.2: OGV and Harbor Vessel Out of Port Geographical Extent Results For each source category, baseline emission estimates were developed for oxides of nitrogen (NO X ), hydrocarbons (HC), carbon monoxide (CO), particulate matter (PM) and sulfur dioxide (SO 2 ). The inventory does not include stationary sources, as these are included in stationary source permitting programs administered by the South Coast Air Quality Management District (SCAQMD). Tables ES.1 and ES.2, summarize the 2002 emission estimates by source category in terms of tons per year (tpy) and tons per day (tpd), respectively. These estimates include: 1) emissions related to Port operations occurring within the Port boundary/district (In-Port); and 2) emissions relating to the transportation of Port-related cargo within the SoCAB and outside of the port delineation (Out-of Port). In order to summarize and compare the 2002 POLB emissions for in-port and out-of port, in-port emissions values for cargo handling equipment (CHE), rail and heavy-duty vehicles (HDV) are included from the 2002 BEI. Port of Long Beach 2

19 Table ES.1: 2002 Emissions by Source Category, tpy NO X CO HC PM SO 2 In-Port Out-of Port In-Port Out-of Port In-Port Out-of Port In-Port Out-of Port In-Port Out-of Port Ocean-Going Vessels 2, , , ,134.3 Harbor Craft Cargo Handling Equipment 2, , Railroad Locomotives , Heavy-Duty Vehicles , Total 6, , , , , ,222.3 Table ES.2: 2002 Emissions by Source Category, tpd NO X CO HC PM SO 2 In-Port Out-of Port In-Port Out-of Port In-Port Out-of Port In-Port Out-of Port In-Port Out-of Port Ocean-Going Vessels Harbor Craft Cargo Handling Equipment Railroad Locomotives Heavy-Duty Vehicles Total Port of Long Beach 3

20 Table ES.3 below summarizes the Port-related Regional emissions by source category. Regional emissions include both the in-port and out-of port emissions for each source category. Table ES.3: 2002 Port-Related Regional Emissions by Source Category, tpy NO X CO HC PM SO 2 Ocean-Going Vessels 5, ,900.6 Harbor Craft 1, Cargo Handling Equipment 2, , Railroad Locomotives 1, Heavy-Duty Vehicles 3, Total, tpy 14, , ,024.8 Total, tpd The following five figures (Figure ES.3 through ES.7) illustrate the percentage breakdown of average annual emissions by source category for each pollutant. The port-related regional emission values were used for the figures Figure ES.3: Percentage of Port-related NO X Emissions by Source Category Heavy-Duty Vehicles 25% Ocean-Going Vessels 36% Railroad Locomotives 12% Cargo Handling Equipment 16% Harbor Craft 7% Figure ES.3 illustrates the port-related regional nitrogen oxide (NO X ) emissions. Oceangoing vessels represent 36% of Port-related emissions; harbor craft represent 7%; cargo handling equipment represent 16%; railroad locomotives represent 12%; and heavy-duty vehicles represent 25% of total Port-related NO X emissions. Port of Long Beach 4

21 Figure ES.4: Percentage of Port-related CO Emissions by Source Category Heavy-Duty Vehicles 23% Ocean-Going Vessels 24% Railroad Locomotives 6% Cargo Handling Equipment 41% Harbor Craft 6% Figure ES.4 illustrates the port-related regional carbon monoxide (CO) emissions. Oceangoing vessels represent 24% of Port-related emissions; harbor craft and rail locomotives represent 6% each; cargo handling represent 41% and heavy-duty vehicles represent 23% of total Port-related CO emissions. Figure ES.5: Percentage of Port-related HC Emissions by Source Category Heavy-Duty Vehicles 21% Ocean-Going Vessels 32% Railroad Locomotives 9% Cargo Handling Equipment 34% Harbor Craft 4% Figure ES.5 illustrates the port-related regional hydrocarbon (HC) emissions. Ocean-going vessels represent 32% of Port-related emissions; harbor craft represent 4%; cargo handling equipment represent 34%; railroad locomotives represent 9%; and heavy-duty vehicles represent 21% of total Port-related HC emissions. Port of Long Beach 5

22 Figure ES.6: Percentage of Port-related PM Emissions by Source Category Railroad Locomotives 5% Cargo Handling Equipment 17% Heavy-Duty Vehicles 7% Harbor Craft 5% Ocean-Going Vessels 66% Figure ES.6 illustrates the port-related regional particulate matter (PM) emissions. Oceangoing vessels represent 66% of Port-related emissions; harbor craft represent 5%; cargo handling equipment represent 17%; railroad locomotives represent 5%; and heavy duty vehicles represent 7% of total Port-related PM emissions. Figure ES.7: Percentage of Port-related SO 2 Emissions by Source Category Cargo Handling Equipment 0.3% Harbor Craft 0.4% Railroad Locomotives 2% Heavy-Duty Vehicles 1% Ocean-Going Vessels 96% Figure ES.7 illustrates the port-related regional sulfur dioxide (SO 2 ) emissions. Ocean-going vessels represent 96% of Port-related emissions; harbor craft represent and cargo handling equipment represent less than 1%; railroad locomotives represent 2%; and heavy duty vehicles represent 1% of total Port-related SO 2 emissions. Port of Long Beach 6

23 SECTION 1 INTRODUCTION As the Port of Long Beach continues to support on-going and future emission reduction strategies, an addendum to the land-based 2002 Baseline Emission Inventory (2002 BEI) was required in order to include ocean-going vessels, harbor craft, and to expand the geographical boundary of the emissions estimates for the railroad locomotives and the heavy duty vehicles (HDV). This report presents the 2002 emissions and the methodologies used in each of the following four sections: Section 2 discusses ocean-going vessels. Section 3 discusses harbor craft. Section 4 discusses locomotives. Section 5 discusses heavy-duty vehicles. Port of Long Beach 7

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25 SECTION 2 OCEAN-GOING VESSELS This section presents in detail estimates of emissions from ocean-going vessels (OGVs) calling at the Port of Long Beach (the Port) in 2002, whether inbound from the open ocean or transiting from the neighboring Port of Los Angeles (POLA). OGVs calling only at the POLA or bypassing both ports without physically stopping at a Port of Long Beach dock have not been included in this study. Harbor vessels, including tugboats, excursion vessels, and other workboats, are discussed in Section 3. This section presents the geographical delineation of the emissions inventory area, the vessel types and characteristics that called on the Port, data and information sources used to estimate both activity and emissions, emission estimate methodology, and emission estimates. 2.1 Introduction Two emissions inventories that estimate marine vessel emissions in the Southern California Air Basin (SoCAB) have been prepared in recent years: The Port of Los Angeles completed a Port-wide Baseline Emissions Inventory that included ocean-going vessels calling on the Port of Los Angeles in The California Air Resources Board (ARB) developed a statewide emissions estimation methodology and estimated 2004 emissions for ocean-going vessels operating in California waters. 3 The methodologies used in these inventories have been incorporated into the Port of Long Beach baseline marine vessel emissions inventory. 2.2 Geographical Delineation The geographical extent of the emissions inventory for marine vessels is the same boundary that was used in previous marine vessel inventories for SoCAB. The portion of study area outside the Port s breakwater is four-sided, and geographically defined by the following: The northwest corner is located where the Ventura y and Los Angeles y lines intersect the Pacific Ocean ( N latitude by W longitude) The southwest corner is located over the water, just south of the Territorial Sea boundary, south of San Nicolas Island ( N latitude by W longitude) The southeast corner is located over the water, south of the Territorial Sea, south of San Clemente Island ( N latitude by W longitude) 2 Port of Los Angeles, Port-Wide Baseline Air Emissions Inventory, Prepared by Starcrest Consulting Group, LLC (Starcrest). 3 California Air Resources Board, Appendix D, Emissions Estimation Methodology for Ocean-Going Vessels, October Port of Long Beach 8

26 The northeast corner is located where the Orange y and San Diego y lines intersect the Pacific Ocean ( N latitude by W longitude) Figure 2.1 shows this portion of the study area as well as the major north and south shipping routes. The Marine Exchange of Southern California (MarEx) ship routes were used along with their estimates of travel distances offshore from Point Fermin. These trip segments were organized into four routes (comprising both inbound and outbound traffic) reflecting north, east (El Segundo), west, and south routes, as designated by MarEx: North: The predominant trade route for OGVs in terms of ship calls, involving coastwise trade to the U.S. continental ports as far as Seattle (San Juan Straights) but also to Alaska and the Far East (Great Circle Route). South: The second most traveled direction for ship calls was from the south, serving not only Mexico and other ports but also traffic through the Panama Canal. West: Mainly involved with travel to Hawaii, but may include some towboat trips to the Channel Islands. East: This is a short trip between the Port and El Segundo, the location of a petrochemical complex to the north which has an extensive anchorage area; it never has an "at-sea" trip leg. Note that the "east" trip is a slight misnomer because it is really towards the north, but was so designated for purposes of distinguishing it from the other routes. Port of Long Beach 9

27 In addition to the MarEx system, electronic nautical charts from Maptech 4 were used. Figure 2.1: Geographical Extent and Major OGV Routes The study area is divided into several zones that represent different operational modes that impact vessel characteristics and emission estimates. These zones are the fairway, the precautionary zone, and the harbor. The fairway extends from the air basin boundary to the precautionary zone. In this area, the vessels transition between sea speed and the 12 knots required for the Vessel Speed Reduction. Also, those vessels that switch fuel 24 nautical miles outside the Port area do so in the fairway. The fairway is the white area in Figure 2.1. The precautionary zone (PZ) is a designated area where ships are preparing to enter or exit a port. In this zone the pilots are picked up or dropped off. The harbor is located within the breakwater and is characterized by the slowest vessel speeds. In the harbor, the vessels may be maneuvering to dock or undock or they may be hotelling while the cargo is loaded and/or unloaded. The harbor is shown in Figure Maptech Chart Navigator, Port of Long Beach 10

28 Figure 2.2: Precautionary Zone The final zone of the study area is the harbor, located within the breakwater. The harbor is characterized as the area with the slowest OGV speeds where docking, undocking, and dock-side maneuvering takes place and where vessel hotelling occurs at dock. The harbor is where cargo is unloaded from and/or loaded onto the ships at the shore-side terminals (see Section 4 Cargo Handling Equipment). The harbor has several areas: the Cerritos Channel, the Inner Harbor, the Outer Harbor, the East Basin, the Southeast Basin and the West Basin. Anchorage areas are located within the Outer Harbor on both sides of the main channel. Figure 2.3 identifies the harbor area. Port of Long Beach 11

29 Figure 2.3: Port of Long Beach Harbor and Terminals Port of Long Beach 12

30 2.3 Vessel Descriptions Ocean-going vessels are typically over 5,000 deadweight tons (DWT) and several hundred feet long. Air emissions are produced from the main power plant used for propulsion or from auxiliary engines, which are mainly used for the ship s electrical power system and, on some OGVs such as tankers, for pumps that move liquid cargos to land-based facilities via piping. Most of a ship s emissions are produced by compression ignition (internal combustion) engines, although there are a few steamships (external combustion). In addition, almost all OGVs have an auxiliary boiler (external combustion). The compressionignition power plants are also known more simply as diesel engines, although they also use fuels of a different grade than diesel, such as heavy fuel oil. Emissions are typically vented through a stack approximately one meter wide and over 30 meters above the waterline, with the smaller auxiliary engines and boilers having smaller stack diameters at approximately the same release height. Emissions of oxides of nitrogen (NO X ) are the largest pollutant from a mass emissions perspective, mainly because diesel engines operate at a high temperature, which causes NO X to form more readily than in lower temperature combustion conditions. Particulate matter (PM) has generally the lowest mass emissions of all pollutants, but is a local public health concern, since diesel exhaust has been designated a toxic air contaminant by the State of California. Sulfur dioxide (SO 2 ), formed from sulfur contained in the fuel, and is associated with regional haze, secondary PM formation, and sulfuric acid formation. Carbon monoxide (CO) and hydrocarbons (HC) are other criteria pollutants produced, and are included in the estimate of emissions. Most OGVs are foreign flagged ships, whereas harbor vessels are almost exclusively domestic. Over 90% of the OGVs that visited the Port of Long Beach in 2002 were registered outside the United States. In 2002, a total of 1,097 individual vessels called at the Port. Although only 7% of the individual OGVs are registered in the U.S., they comprise 12% of all calls. This is most likely because the U.S. flagged OGVs make shorter, more frequent stops along the west coast. Figure 2.4 shows the breakdown of the ships registered country or flag by discrete vessel. Figure 2.5 shows the breakdown of the ships flag by the number of calls. Port of Long Beach 13

31 Figure 2.4: Flag of Ship by Discrete Vessel Other 39% Panama 23% Liberia 11% Norway 4% Cyprus 4% Hong Kong 5% USA 7% Bahamas 7% Figure 2.5: Flag of Ship by Vessel Call Other 37% Panama 23% USA 12% Germany 4% Antigua & Barbados 4% Denmark 4% Bahamas 7% Liberia 9% This study categorized OGVs based on their primary cargo types. Some vessels have dual purposes, such as being a general cargo ship that is also designed to carry containers. The main vessel types as used in this report are: Auto carrier Bulk carrier Containership General cargo Ocean-going tugboats (integrated tugboat-barge) Miscellaneous vessels Refrigerated vessels (Reefer) Roll-on roll-off vessels (RoRo) Tankers Port of Long Beach 14

32 Based on 2002 Marine Exchange data, 1,097 vessels made a total of 2,767 inbound calls to the Port. There were no cruise vessels calling at the Port of Long Beach in The distribution of OGV types by frequency of call is presented in Table 2.1. Percentages are rounded and thus do not add up to 100%. Table 2.1: Inbound Calls by OGV Type OGV Type Number of Calls % of Calls Auto carrier 108 4% Bulk carrier % Containership 1,296 47% General cargo 143 5% Integrated tug/barge 57 2% Miscellaneous 33 1% Reefer 57 2% RoRo 60 2% Tanker % Total 2,767 Figure 2.6 shows the percentage of vessels for the inbound calls in Figure 2.6: Distribution of Vessel Type by Inbound Calls Auto Carrier 4% General Cargo 5% Bulk Carrier 13% RoRo 2% Reefer Tug 2% 2% Misc 1% Containership 48% Tanker 23% Port of Long Beach 15

33 2.3.1 Auto Carrier The primary use of the auto carrier is transportation of imported vehicles, although a few domestic vehicles are exported overseas. Auto carriers are very similar in design to a RoRo because they have drivable ramps. Both can have substantial ventilation systems so as to prevent vehicle fuel vapors from pooling in the lower decks, which could present a major risk for explosion or fire. Auto carriers are typically configured with direct drive propulsion engines and separate auxiliary engines to supply electrical needs. The auto carrier vessels that called on the Port in 2002 had a weighted average speed of 18.7 knots, a weighted average deadweight of 16,000 tons and a weighted average year built of Figure 2.7 presents a typical auto carrier. Figure 2.7: Auto Carrier Bulk Carrier Bulk carriers have open holds with giant hatches so as to carry dry goods that can be loaded from a conveyor belt and chute, such as coal, coke, salt, sugar, cement, gypsum, lime mix, agricultural products, alumina, and other similar fine-grained commodities that can be poured, scooped or augured. Bulk carriers span the range between small tramp ships and the Panamax (approximately 50,000+ DWT) and Capesize (approximately 140,000+ DWT) that can also haul containers as well as general cargo. Bulk carriers are typically configured with direct drive propulsion engines and separate auxiliary engines to supply electrical needs. Port of Long Beach 16

34 The bulk vessels that called on the Port in 2002 had a weighted average speed of 14.4 knots, weighted average deadweight of 51,201 tons and weighted average year built of Figure 2.8 presents a typical bulk carrier. Figure 2.8: Bulk Carrier Containership Ships that carry 20- and 40-foot containers on their decks are known as containerships, being the fastest and largest category of OGVs that frequent the Port. These vessels are primarily used by shipping lines to transport retail goods across the Pacific Ocean, most originating in Asia. These ships are some of the largest ships that call at the Port ranging from approximately 9,800 DWT to 77,900 DWT. Because of their efficiency as a mode of ocean transportation, containership calls will continue to grow at the Port. Cargo types include almost everything that can be made to fit in the 20- or 40-foot containers. The container business operates on tight margins and high volume so OGVs need to be fast and efficient to compete in the market place, thus the trend to newer, larger containerships. During the inventory process, several new containerships were visited and observed. Port of Long Beach 17

35 The containerships that called on the Port in 2002 had a weighted average speed of 22.5 knots, weighted average deadweight of 48,595 tons and weighted average year built of A typical containership is shown in Figure 2.9. Figure 2.9: Containership General Cargo Like the bulk carriers, general cargo ships tend to be slower. They can carry diverse cargoes such as steel, palletized goods, turbines, a few containers, large excavating machinery, and other heavy loads. Most general cargo ships have electric boom cranes so as to help load or unload. General cargo ships are typically configured with direct drive propulsion engines and separate auxiliary engines to supply electrical needs. The general cargo vessels that called on the Port in 2002 had a weighted average speed of 15.2 knots, weighted average deadweight of 27,628 and weighted average year built of A typical general cargo ship is shown in Figure Port of Long Beach 18

36 Figure 2.10: General Cargo Ship Miscellaneous This category includes three kinds of OGVs, of which very few operate within the Port area: Cable layer vessel (OCL) Heavy load carrier Oceanographic research vessel (ROR) Bulk/oil carrier Wine tanker The miscellaneous classed ships that called on the Port in 2002 had a weighted average speed of 14.5 knots, weighted average deadweight of 35,888 and weighted average year built of Integrated Tug/Barge Integrated tug/barge (ITB) vessels were included in this inventory as ocean-going vessels. An ITB is a large barge of about 600 feet and 22,000 tons cargo capacity, integrated from the rear on to the bow of a tug purposely constructed to push the barge. 5 Figure 2.11 shows an integrated tug/barge. 5 The Transportation Institute, Maritime Glossary; see: Port of Long Beach 19

37 Figure 2.11: Integrated Tug/Barge Refrigerated Vessel Refrigerated vessels, often called reefers, are dominated by fruit carriers, which require cooling to prevent cargo spoilage. These are similar to bulk or general cargo carriers, but their holds are refrigerated to keep produce cold. These ships typically carry fruits, vegetables, meats, and other perishable cargos. Most of the below deck cargo is stored on pallets in a refrigerated cargo hold within the vessel. The cargo is also transported inside refrigerated containers that are placed on top of the closed cargo hold. Reefers are typically configured with direct drive propulsion engines and separate auxiliary engines to supply electrical needs (including the refrigeration units). The refrigerated vessels that called on the Port in 2002 had a weighted average speed of 19.6 knots, weighted average deadweight of 11,343 and weighted average year built of A typical refrigerated vessel is presented in Figure Port of Long Beach 20

38 Figure 2.12: Refrigerated Vessel Roll on Roll off These OGVs are similar to the automobile carrier but can accommodate larger wheeled equipment they are commonly used by the military when transporting large, heavy military equipment. RoRo ships are typically configured with direct drive propulsion engines and separate auxiliary engines to supply electrical needs. The RoRo vessels that called on the Port in 2002 had a weighted average speed of 18.5 knots, weighted average deadweight of 11,473 and weighted average year built of A typical RoRo vessel is presented in Figure Figure 2.13: Roll On Roll Off Vessel Port of Long Beach 21

39 2.3.9 Tankers Tanker activity in 2002 was comprised mainly of crude oil tankers and a few chemical tankers. Tankers range from approximately 10,000 DWTs to over 100,000 DWTs (very large crude carrier, or VLCC). A limited number of petroleum bulk and refinery terminals are located in the Port. In addition, there is some significant tanker trade with the Port of El Segundo where another petrochemical complex is located. Tankers are typically configured with direct drive propulsion engines and separate auxiliary engines to supply electrical needs. The tanker vessels that called on the Port in 2002 had a weighted average speed of 15.0 knots, weighted average deadweight of 12,579 and weighted average year built of Figure 2.14 presents a typical ocean tanker. Figure 2.14: Tanker Port of Long Beach 22

40 2.4 Data and Information Acquisition Activity based emission inventories typically rely on several sources of data and operational information. The baseline OGV inventory used five different sources of data and operational knowledge about the Port of Long Beach marine activities to compile the data necessary to prepare emission estimates. These sources included: Marine Exchange of Southern California Jacobsen s Pilot Service Lloyd s Register of Ships ARB survey and Port Vessel Boarding Program data Nautical charts and maps Each data source is detailed in the following subsections Marine Exchange of Southern California The Marine Exchange of Southern California 6 operates the Vessel Traffic Service (VTS) in cooperation with the United States (U.S.) Coast Guard, the Ports of Los Angeles and Long Beach, and the State of California. The VTS was established in 1994 to provide traffic safety, traffic monitoring and security functions for the two ports, and is the first private/public VTS partnership in the country that is funded by industry. MarEx requires ships to report their activities to the VTS upon arrival and departure and tracks ship route taken. The MarEx data that was evaluated in developing the emission estimates includes vessel names, arrival and departure dates and times, transit speeds and directions, berth of destination, and other information. This data source was the primary basis for establishing: vessel types estimated hotelling time distribution of arrival and departure travel directions by route number of ship calls names of vessels vessel origination and destination MarEx monitors OGV speeds over the four routes into and out of the Port as part of a Vessel Speed Reduction (VSR) program that was started in May The Marine Exchange of Southern California Vessel Traffic Service can be accessed at: Port of Long Beach 23

41 The effects of this program on vessel speeds was taken into consideration in determining fairway speeds for the baseline emission estimates since the program had been in effect for all of 2002, the baseline year Jacobsen Pilot Service The Jacobsen Pilots maintain an automated database which documents the time when the pilot took control of the ship s bridge and when the pilot relinquished control back to the ship s officers. The date and time data was used to estimate transit time profiles for harbor maneuvering for the following modes. The profiles are defined as average trip times for each of these modes, in addition to ship type and terminal. Inbound from sea Outbound to sea Anchorage shifts Other shifts (i.e., inter-port and intra-port shifts) The profiles are defined as average trip times for each of these modes, in addition to ship type and terminal. For inbound and outbound trips, 15 minutes (0.25 hours) were subtracted from the pilot times for the harbor maneuvering times in order to avoid double counting with at-sea activity since the pilots board/disembark the vessel approximately one mile outside the breakwater Lloyd s Register of Ships Lloyd s Register of Ships 7 (Lloyd s) is considered to be the leading resource for obtaining ship characteristics such as tonnage, speed, engine power plant configuration, age, and other parameters. The company is known as a classification society for the purpose of insuring many of the vessels on an international basis; for the vessels classified by Lloyd s the data are quite complete, however, for other ships using a different insurance certification authority, the data are less complete and/or accurate. Lloyd s was used for obtaining information such as main and auxiliary engine power and vessel speed ratings because it is the best available source of such information. The survey results from the Port of Los Angeles Vessel Boarding Program suggest that the current Lloyd s data are fairly accurate for propulsion horsepower and vessel speed. 7 Lloyd s Fairplay, Ltd., Lloyd s Register of Ships, Version 2.10, January See: Port of Long Beach 24

42 The company Fairplay has the rights to Lloyd s ship data and sells the software containing information on commercial marine vessels, which include ocean-going vessels. The software allows users to download the IMO number along with other ship information. The version used in this report was an October 2004 version updated in January The worldwide fleet of OGVs was assembled in a common database and a query was completed to match with the MarEx vessel data. There were a high percentage of matches, about 95%, between the Lloyd s data and MarEx data. Another source of ship data that was used to a minimal extent for U.S. flagged domestic vessels, including the integrated tug/barges (ITB and ATB), was the American Bureau of Shipping (ABS), a major classification society. Data obtained included engine information for ocean-going tugboats such as horsepower Vessel Boarding Program and ARB Survey Data For auxiliary and main engine power and load characteristics, several data sources were used, such as Lloyd s data, Vessel Boarding Program (VBP) information, and 2005 ARB OGV survey findings. 8 This data was used to generate profiles or for the purpose of gap filling when there was missing data. The VBP was an extensive survey of OGVs during which surveyors actually rode on the ship and interviewed the ship s executive and engineering staff, usually the Captain and Chief ineer. While most of these ships were ridden near the Port of Los Angeles, many of its profiles were utilized in this study for the Port of Long Beach. One of the major contributions of the VBP was to document that while maneuvering in port, main engine loads could be very low (in the range of 2-7%), in contrast to values of 20% load assigned to all vessels in prior studies. These assumptions were tested with engineering data from the ship engineering staff, which in some cases provided engine load charts. The other main finding from the VBP was that auxiliary engine loads could be quite high during maneuvering for short periods of time, such as for stack and intake air blowing and thrusters (auxiliary bow and stern propulsion units used for docking) if so equipped. 8 ARB, Proposed Regulation for Auxiliary Diesel ines and Diesel-Electric ines Operated on Ocean-Going Vessels within California Waters and 24 Nautical Miles of the California Coastline, Refer to Table II-8 and II-9 of Appendix D. See: Port of Long Beach 25

43 In addition to main and auxiliary engine load profiles, many other detailed insights on ship characteristics, service speeds, main engine power, and other important issues were addressed in the VBP 9 section of the 2001 Port of Los Angeles Portwide Baseline Emissions Inventory. Subsequent to the VBP, the California ARB conducted a fuel study (and and collected other data) and this information was also shared. The important conclusion was that most main engines for OGVs used residual fuel oil even if the ship was designed to be able to bunker (store onboard) residual as well as light marine distillate oil. Previous methods assumed that Lloyd s bunker design could be used to differentiate between residual and distillate use; however, the ARB study found that approximately 99% of the OGVs were in fact only using residual. One possible explanation is that some ships only maintain small bunkers of distillate for when it is required during engine maintenance (e.g., repairing a piston or cleaning the fuel delivery system). The major implication for this study was to conclude that 100% of the main engines for OGV used residual oil, most commonly a blend called IFO 380 for this study s 2002 baseline year and that 71% of the auxiliary engines use residual fuel, while 29% of the auxiliary engines use marine distillate oil. Finally, Lloyd s is not complete with regard to auxiliary engine power and in over 50% of the data, is completely missing. If such data was missing, data from the VBP was used. The data includes average auxiliary power by ship type and the percentage of load used during maneuvering, hotelling, and transiting. 2.5 Methodology The methodology presented in this report describes an activity-based emissions inventory, meaning that the emission estimates are based on the activity levels of detailed spatial and temporal resolution, as opposed to using broader top down assumptions. In developing an activity-based emissions inventory for marine vessels, emissions are estimated as a function of vessel power demand (expressed in kw-hrs) multiplied by an emission factor, where the emission factor is expressed in terms of grams per kilowatt-hour (g/kw-hr). Emission factors and emission factor adjustments for low propulsion engine load were then applied to the various activity data. The process for estimating emissions from propulsion engines is depicted as a process flow diagram in Figure This diagram indicates the sources of information discussed in the previous subsection and how they are used to develop the components of the emission calculations, as described below. 9 Starcrest Consulting Group, Port of Los Angeles, Port-wide Baseline Emissions Inventory, Port of Long Beach 26

44 Figure 2.15: Propulsion ine Emission Estimation Flow Diagram Lloyd's Data Vessel Speed Reduction Data Technical Literature MarEx Data Pilot Data Speed (actual) Speed (maximum) Distance / Actual Speed, knots Power, kw X Load Factor X Activity Hours Lloyd's Data Trip duration Power, maximum speed, actual cruising speed (Validated by VBP survey data) kw-hrs X Emission Factor Vessel Speed Actual speed (knots) Reduction Data Technical Literature Emission factors Emission Estimate MarEx Data Pilot Data Travel distances, number of calls, vessel ID Trip duration for maneuvering Port of Long Beach 27

45 Equations 1 and 2 report the basic equations used in estimating emissions. Where: E = Energy x EF Equation 1 E = Emissions from the engine(s) that are included in the Energy term discussed below, usually calculated as grams of emissions per unit of time (e.g., per year), but converted to tons of emissions by dividing by grams per pound and 2,000 pounds per ton. Energy = Energy demand, in kw-hrs, calculated using Equation 2 below as the energy output of the engine (or engines) over the period of time covered by the estimate. EF = Emission factor, usually expressed in terms of g/kw-hr, discussed in more detail below. The Energy term of the equation is where most of the location-specific information is used. Energy is calculated using Equation 2: Energy = MCR x LF x A Equation 2 Where: MCR = maximum continuous rated engine power, kw LF = load factor (unit less) A = activity, hours Propulsion ine Maximum Continuous Rated Power Maximum continuous rated (MCR) power is defined as the manufacturer s tested engine power; for this study, it is assumed that the Lloyd s Power value is the MCR power, as discussed above. The international specification is to report MCR in kilowatts, and it is related to the highest power available from a ship engine during average cargo and sea conditions. However, operating a vessel at 100% of its MCR power is very costly from a fuel consumption and engine maintenance perspective, so most operators limit their maximum power to about 80% of MCR. This is more fully described in the following subsections. An example of MCR power for a containership might be 20,000 kw. Port of Long Beach 28

46 2.5.2 Propulsion ine Load Factor Load factor is expressed as the ratio of a vessel s power output at a given speed to the vessel s MCR power. As suggested above, at normal service speed, a ship probably has a load factor of close to 80%. For intermediate speeds, the Propeller Law is used to estimate ship propulsion engine loads, based on the theory that propulsion power varies by the cube of speed. Where: LF = load factor, percent AS = actual speed, knots MS = maximum speed, knots LF = (AS / MS) 3 Equation 3 The output from Equation 3 is illustrated in Figure 2.16, showing the load factor curve of a hypothetical ship with 20,000 kw main engine power and a top speed of 22 knots at that power output. The shape of the curve illustrates why vessels typically operate at less than their MCR power at the top of the curve, the increase in power is much greater than the increase in speed, meaning that the vessel uses comparatively more power (and fuel) to obtain a small increase in speed. As an example, at a speed of 20 knots, the hypothetical vessel s engine would be operating with a load factor of 75% [(20/22) 3 = 0.75, or 75%]. At 21 knots the load factor would be 87% [(21/22) 3 = 0.87, or 87%]. That s an increase of 12% of the vessel s power output for a 1-knot increase in speed. At the lower end of the speed range, at a speed of 10 knots, the hypothetical vessel s engine would be operating with a load factor of 9% [(10/22) 3 = 0.09, or 9%]. At 9 knots the load factor would be 7% [(9/22) 3 = 0.07, or 7%]; this would give a 1-knot speed increase at an increase of only 2% of the vessel s power output. At 6 knots the load factor would be 2% [(6/22) 3 = 0.02, or 2%]. Port of Long Beach 29

47 Figure 2.16: Propeller Law Curve of Power Demand 100% 90% 80% 70% Load Factor 60% 50% 40% 30% 20% 10% 0% Speed, knots Propulsion ine Activity Activity is measured in hours of operation. In-harbor maneuvering and transit times were developed from Port data and data from the VBP. At-sea transit times were estimated by dividing distance traveled by ship speed. Where: A = activity, hours D = distance, nautical miles S = ship speed, knots A = D/S Equation 4 Port of Long Beach 30

48 2.5.4 Propulsion ine Emission Factors The main engine emission factors used in this study were reported in a 2002 ENTEC study 10 and are shown in Table 2.2. All ships are assumed to operate on residual oil (RO) which is intermediate fuel oil (IFO 380) or one with similar specifications with an average sulfur constant of 2.7%. This is supported by information collected during the VBP and 2005 ARB survey. Three vessel technologies are reported: Slow speed diesel engines, having maximum engine speeds less than 130 revolutions per minute (rpm) based on the Environmental Protection Agency (EPA) definition for ship engines as described in a 1999 Regulatory Impact Analysis. 11 Medium speed diesel engines, having maximum engine speeds over 130 rpm (and typically greater than 400 rpm). Steam boiler turbines. Table 2.2: Emission Factors for OGV Main ines using RO, g/kw-hr ine NO X CO HC PM SO 2 Slow speed diesel Medium speed diesel Gas turbine Steam turbine CO emission factors were developed from information provided in the ENTEC appendices because they are not explicitly stated in the text. They were confirmed with IVL Swedish Environmental Research Institute Ltd ENTEC, Quantification of Emissions from Ships Associated with Ship Movements between Ports in the European Community, Final Report, July Prepared for the European Commission. 11 EPA, Control of Emissions from Marine Diesel ines, Regulatory Impact Analysis, November EPA 420-R Cooper, David, IVL Swedish Environmental Research Institute Ltd., 16 January correspondence with C.H. Wells, Starcrest Consulting Group, LLC. (IVL 2004) Port of Long Beach 31

49 The International Maritime Organization (IMO) established OGV propulsion engine standards in Annex VI, which have not yet been ratified by the prerequisite number of countries needed, but most engine manufacturers have been in compliance with the NO X Technical Code since The engine standards are baseline standards to prevent back sliding on emission levels from 2000 and newer engine models. When ratified, the standard will be applied retroactively to vessels produced after This 2002 baseline inventory does not take into account any adjustment to the NO X emission factor. It is assumed that in 2002, a very small proportion of the fleet were 2000 and newer, therefore, the IMO standards had very little, if any, impact on the fleet-based emission factors. For the 2005 update, the 17.0 g/kw-hr NO X emission factor will be used for vessels built after the year Propulsion ine Emission Factors for Low Loads This section addresses emission factors for main propulsion engines powered by internal compression engines. The discussion does not include steamships or ships having gas turbines. As is shown below, while the method mainly affects low loads, main engine emission factors were expressed by an equation and not by a static number. An EPA study 13 prepared by Energy and Environmental Analysis, Inc. (EEIA) has established a formula for calculating emission factors for low engine load conditions such as those encountered during harbor maneuvering and when traveling slowly at sea such as in the reduced speed zone. While mass emissions (e.g., pounds per hour) tend to go down as vessel speeds and engine loads decrease, the emission factors (e.g., g/kw-hr) increase. This is based on observations that compression-cycle combustion engines are less efficient at low loads. This study used formulas to develop low load emission factors based on EPA emission factors for marine vessels at full load. These equations work well to describe the low-load effect where emission rates can increase, based on a limited set of data from Lloyd s Maritime Program and the US Coast Guard. It was first cited in a study conducted for the EPA in 2002 by ENVIRON. 14 However, the emission factors between 20 and 100 percent load did not match the technical literature such as provided by ENTEC, which indicated much higher emission rates. Table 2.3 compares the emission rates. Sulfur dioxide is not included in the table below because it is not affected by the low load operations and is a function of fuel sulfur content. 13 EEIA for Sierra Research, for EPA, Analysis of Commercial Marine Vessels Emissions and Fuel Consumption Data, February Sierra Research work assignment No EPA420-R EPA, Commercial Marine Inventory Development, July EPA 420-R Port of Long Beach 32

50 Table 2.3: Comparison of ENTEC and EEAI Emission Rates, g/kw-hr Source NO X CO HC PM ENTEC EEIA As an example, Figure 2.17 compares the current PM emission rates used in this study versus the EEAI PM emission rates. PM (g/kw-hr) Figure 2.17: Low Loads Exponential Curve % 3% 5% 7% 9% 11% 13% 15% 17% 19% Percent Load Current EEAI There are two means of resolving these differences, which are especially apparent for PM. One approach used by ENVIRON was to estimate the relative difference between emission rates at low loads, such as ten percent, so as to apply adjustment factors to the emission rates. Another used in this project would be to optimize the equation so that emission rates at 80 to 100 percent loads were very close to the ENTEC values. Table 2.4 shows the values used for the regression equation. Port of Long Beach 33

51 Table 2.4: Low-Load Emission Factor Regression Equations as Modified Pollutant Exponent Intercept (b) Coefficient (a) PM NO X CO HC The equations were used for the entire spectrum of load factors from 1 to 100 percent for each pollutant, as follows: Where: y = emissions in g/kw-hr a = coefficient b = intercept x = exponent (negative) Fractional load = derived by the Propeller Law y = a(fractional load) -x +b Equation 5 The purpose of optimizing is to match the ENTEC emission factors as closely as possible, while preserving the effect of inversely higher emission factors at low loads. The benefit of estimating main engine emissions in this manner is that in a database, loads may be expressed in real numbers between 1 and 130 percent, and there would be no special adjustment factors to merge Auxiliary ine Emission Factors The process of estimating emissions from auxiliary engines is the same as for main engines, with differing details. The process is illustrated in Figure The most visible difference is that load factor is not calculated but rather is estimated from reports in the technical literature and from discussions with experts such as ships engineers. Calculating auxiliary engine load factors from empirical data is theoretically possible but would require detailed fuel consumption data that is not typically available. Port of Long Beach 34

52 Figure 2.18: Auxiliary ine Emission Estimation Flow Diagram Lloyd's Data Survey Data Technical Literature MarEx Data Pilot Data Distance / Actual Speed, knots Trip or dwell duration Power, kw X Load Factor X Activity Hours Lloyd's Data Kilowatts, number of engines/vessel, speeds (Validated by survey data) kw-hrs X Emission Factor Survey Data Aux. power (kw), Load Factor, speed (knots) Emission Estimate Technical Literature MarEx Data Pilot Data Data is from ARB OGV Survey and Starcrest VBP Emission factors Number of calls, vessel ID, dwell time, travel distances Maneuvering Time Port of Long Beach 35

53 The ENTEC auxiliary engine emission factors used in this study are presented in Table 2.5. Based on the VBP and ARB s OGV survey results, 71% of the vessels operate their auxiliary engines on residual oil; with average sulfur content of 2.7%, and 29% operate their auxiliary engines on diesel oil with an average sulfur content of 0.5%. Table 2.5: Auxiliary ine Emission Factors, g/kw-hr ine Fuel NO X CO 15 HC PM SO 2 Medium speed diesel Residual oil Medium speed diesel Diesel oil Boiler Emission Factors In addition to the auxiliary engines that are used to generate electricity for on-board uses, most OGVs have boilers used for fuel heating and for producing hot water. The methodology for estimating emissions from on-board boilers is slightly different from that used for auxiliary engines: a fuel demand method is used instead of the power demand method because emission factors have been published in terms of fuel usage rather than power. Auxiliary boiler fuel consumption is estimated (from data collected during the vessel boarding program) to be tonnes of fuel per hour. Emission factors are then applied as being in units of kilograms per tonne of fuel consumed. 16 Auxiliary boiler emission factors are presented in Table 2.6. Table 2.6: Auxiliary Boiler Emission Factors Pollutant EF (kg/tonne) NO X CO 4.60 HC 0.38 PM PM SO IVL Starcrest Consulting Group, LLC, Houston-Galveston Area Vessel Emissions Inventory, prepared for the Texas Natural Resource Conservation Commission and the Port of Houston, See Appendix D (relating to emission factors) prepared by Environ Corporation. Port of Long Beach 36

54 2.6 Data Processing and Quality Control Activity and emissions were recorded and estimated in a SAS database. After merging (1) MarEx data, (2) Lloyd s data, (3), VSR speeds, (4) pilot data, and (5) berths, the resulting files were checked as to their total records. These totals were preserved (inbound, outbound, and shifts) and were retained as a major quality control throughout the processing. The use of defaults was required for less than five percent of the data fields because of missing records in the source files. The most predominant missing data were main and auxiliary power plant MCR power estimates; since emissions are a function of power demand and those fields are required - in their absence the result for that vessel will be zero. Missing main engine power was estimated by a regression equation based on deadweight tonnage. This was done for less than 3% of the OGV since only a few had missing main power data. Results of processing approximately 45,000 ship data points in the Lloyd s Register of Ships yielded the following formulas. The data is presented in Table 2.7: Table 2.7: Regression of Main Power against DWT Type Slope Intercept R-Square Auto Carrier , Containership , Other , RoRo , Reefer Tanker , The R-square is a statistic tool used to estimate the degree of correlation between variables, with 1.0 being perfect and 0.0 meaning no relationship at all. Therefore, tankers and containerships had the highest degree of statistical confidence, with increasing variability in other categories and almost no relationship with the auto carriers. However, Table 2.8 presents a comparison of simple averages from the MarEx data to the more global equations listed above showed some coincidental results for auto carriers and refrigerated carriers (reefers). The Power column shows the results of the regression equation and the Average column is a linear average based on MarEx. Port of Long Beach 37

55 Table 2.8: Predicted Power versus Average Power Demand Type Power, kw Average, kw Difference Auto Carrier 10,697 10, % Containership 30,364 30, % Other 8,991 7, % RoRo 15,713 11, % Reefer 10,344 11, % Tanker 11,587 12, % Thus the equations appear to be reasonable with the exception of a few RoRo and Other ships. DWT was used is because of the large differences in power for each specific vessel; larger and heavier vessels would be expected to require more main engine power. Table below illustrates the wide range of main power ratings, which indicates that a variable equation is more representative than a simple average. Table 2.9: Variance in Main Power Found in MarEx, kw Type Number Min Max Range Auto Carrier 108 7,183 15,200 8,017 Containership 1, ,840 69,241 Other ,587 14,146 RoRo 80 4,766 26,921 22,155 Reefer 57 3,272 13,440 10,168 Tanker 645 2,438 29,432 26,994 For auxiliary engines, however, simple averages were used, as any regression functions were found to have very poor correlations (r-square). Therefore, when auxiliary power demand was missing from Lloyd s, the ARB averages mentioned above were used. 17 The data representing the containership having 599 kw for a main engine was checked, and appears to be a legitimate record of a very small 1,218 DWT container vessel. Port of Long Beach 38

56 Other quality control procedures include the following: Ensuring that harbor times were not zero or missing; the default was one hour. Maximum rated hull speeds were averaged by ship type if missing Actual at-sea speeds (as reported by VSR) were assumed to be 12 knots in the few cases where information was missing. Such measures were needed so as to prevent having zero emissions for ships that actually had activity in the database. The number of output records, 7,439, was confirmed to match the number of input records. Four additional quality control measures were undertaken: Improvement of medium-speed main engines this was done by examining the engine RPM field in Lloyd s and if this value was greater than 130, the engine was considered as a medium speed engine having slightly different ENTEC emission factors; however, there was some indication that a few vessels may have been missed in this manner. Conflicting identification of vessel type - in several instances, Lloyd s and MarEx did not agree as to vessel type, especially with auto carriers and Ro- Ro. From a functional perspective, however, it did not appear that engine characteristics were very much different for the affected vessels, and thus no changes were made. Integrated Tug/Barges these were profiled through American Bureau of Shipping (ABS) records rather than Lloyd s because ABS contained data for these and Lloyd s did not Fuel type all vessels were assumed to be operating on residual fuel, although it is entirely possible that some operated on marine distillates. 2.7 Vessel Activity Vessel activity is defined as the number of ship trips by trip type and segment. These trips are then processed so as to define time in mode, where a mode is an engine type, and geographical segment. The purpose of this step is to estimate power demand for that mode of operation and multiply it by the amount of time spent in that particular mode, which estimates available power (e.g., kw-hrs). Unlike previous inventories in which ship trips were aggregated by average power and time, a vessel-by-vessel analysis was conducted. The only need for average power or time-in-mode was for vessels that lacked data for those fields. Port of Long Beach 39

57 Vessel activity was drawn from three sources: MarEx trip tables which define arrivals, departures, and shifts MarEx speed tables which define at-sea speeds for the VSR Program Jacobsen Pilot Services data provided transit times for harbor maneuvering Before merging the data, the column headings were inspected and date/time stamps were put into a standard format. Pre-processing also involved creation of a new MarEx variable to estimate elapsed time for the purposes of estimating hotelling. Generally speaking, a ship call is defined as an arrival from the sea followed by loading and unloading at the dock (hotelling) and then a departure to sea. However, many ships were found to have arrived at an anchorage as opposed to a terminal dock. Table 2.10 summarizes the count of ship calls by trip type. Table 2.10: Long Beach Ship Calls by Trip Type, 2002 Trip Type Hotelling Harbor Sea Inbound from Sea 1,394 Y Y Y Inbound to Anchorage 1,373 Y N Y Outbound to Sea 2,083 N Y Y Outbound from Anchorage 638 N N Y Shift 1,951 Y Y N Total 7,439 Inbound Calls 2,767 Outbound Calls 2,721 The columns for hotelling, harbor maneuvering, and at-sea indicate whether activity is present for the trip type in each row. Only the inbound from sea trip had all three modes. The outbound to sea trip did not have any hotelling because a read-ahead function was used to determine hotelling times; after a ship has departed there cannot be any hotelling. Port of Long Beach 40

58 2.7.1 Auxiliary ine Activity Profiles Details regarding auxiliary engine diesel power are not as well documented by Lloyd s or by any activity data and therefore are profiled with more of a top-down approach, largely based upon surveys and vessel boarding data. In cases where vessels had known auxiliary power demands, the data was used. In cases where no data was available, defaults from previous Starcrest reports and the 2005 ARB survey was used. Based on interviews conducted with ship captains, chief engineers, and pilots during the VBP and the 2005 ARB survey, the characteristics of auxiliary power usage were used to develop profiles for the various class types. Table 2.11 below provides the average auxiliary engine total rater power in kilowatts. The estimates reported below relate to total installed auxiliary power for diesel (internal compression) engines. This power may be supplied from two to six engines. Load factor adjustments are then applied to these total installed auxiliary power numbers. Table 2.11: Average Auxiliary Total Rated Power by OGV Type OGV Type Average Vessel Auxiliary Power (kw) Auto Carrier 2,850 Bulk 1,776 Containership 6,800 General Cargo 2,850 ITB 250 Miscellaneous 1,680 Reefer 3,900 RoRo 2,850 Tanker 1,985 Port of Long Beach 41

59 The load factors cover the various zones or modes within the study area. The hotelling load includes auxiliary power requirements at dockside or at an anchorage, but can also refer to the electrical power for lights, heating, ventilation, air conditioning, radar, communications, computers, ship cranes, pumps, and various other power demands at any given time. Maneuvering is generally the highest auxiliary load mode for OGVs because bow thrusters may be used and because auxiliary air boosters, pumps, and compressors are used to keep the propulsion engine from stalling during very low load conditions. The precautionary zone is generally where inbound ships bring additional auxiliary engines online to prepare for maneuvering operations. The fairway or open sea is generally where the lowest auxiliary loads are found as additional auxiliary power is not required for maneuvering and many vessels have shaft generators and exhaust heat economizers that help provide power to the ship in an effort to reduce operating costs (through lower fuel consumption). Table 2.12 provides the auxiliary engine load factor assumptions by zone, used for the 2002 baseline emission estimates. Table 2.12: OGV Auxiliary ine Load Factor Assumptions OGV Type Hotelling Maneuvering Precautionary Zone Transit Auto Carrier Bulk Containership General Cargo ITB Miscellaneous Reefer RoRo Tanker Power and Fuel Demand Calculations Energy demand for main engines and auxiliary engines is the product of the MCR power, the load factor, and the number of hours of operation. The number of hours of operation, in turn, is based on the number of trips and the time spent during each trip. For boilers, fuel demand was estimated as being the product of number of trips, the time per trip, and the average fuel consumption rate. Port of Long Beach 42

60 2.8 Emission Estimates Tables 2.13 and 2.14 present summaries of the emissions by vessel type for each pollutant in tons per year (tpy) and tons per day (tpd), respectively. Tons per day estimates were developed by dividing the tons per year values by 365 days per year. Table 2.13: 2002 OGV Emissions by Vessel Type, tpy Vessel Type NO X CO HC PM SO 2 Auto Container 3, ,331.4 Other RoRo Reefer Tanker Totals 5, ,900.6 Table 2.14: 2002 OGV Emissions by Vessel Type, tpd Vessel Type NO X CO HC PM SO 2 Auto Container Other RoRo Reefer Tanker Totals Table 2.15 and Figure 2.19 present summaries of the emission estimates by engine type. Port of Long Beach 43

61 Table 2.15: 2002 OGV Emissions by ine Type, tpy Emission Type NO X CO HC PM SO 2 Main 3, ,048.7 Auxiliary 2, ,690.5 Boiler Totals 5, ,900.6 Figure 2.19: 2002 OGV Emissions by ine Type, % SO2 PM Pollutant HC CO NOX 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Percentage Main Auxiliary Boiler Table 2.16 presents summaries of the emission estimates by trip type in tons per year. The various trip types are: Inbound from sea inbound vessel travels from sea to the Port berth Inbound to anchorage (Anc) inbound vessel travels from sea to an anchorage Outbound from anchorage outbound vessel travels to sea from an anchorage Outbound to sea outbound vessel travels to sea from a Port berth Anchorage shift vessel shifts from one anchorage to another anchorage Inbound anchorage shift vessel shifts from anchorage to a Port berth Interport shift vessel shifts from a Port berth to another Shift from a Port of Los Angeles berth vessel shifts from an LA berth to Port Outbound Anchorage shift vessel shifts from a Port berth to an anchorage Port of Long Beach 44

62 Table 2.16: 2002 OGV Emissions by Trip Type Trip Type NO X CO HC PM SO 2 Inbound from Sea 1, ,256.7 Inbound to Anc 1, Outbound from Anc Outbound to Sea 1, Shift - Anchorage Shift - Inbound Anc Shift - Interport Shift - LA Shift - Outbound Anc Totals 5, ,900.6 Table 2.17 and Figure 2.20 compare the 2002 in-port and out-of port emission estimates for ocean-going vessels. Table 2.17: 2002 Ocean-going Vessel Emissions NO X CO HC PM SO 2 In-Port OGV 2, ,766.3 Out-of Port OGV 3, ,134.3 Total, tpy 5, ,900.6 Total, tpd Port of Long Beach 45

63 Figure 2.20: Comparison of 2002 Ocean-going Vessel In-Port and Out-of Port Emissions SO2 PM HC CO NOx 0% 20% 40% 60% 80% 100% In-Port OGV Out-of Port OGV Port of Long Beach 46

64

65 SECTION 3 HARBOR CRAFT Section 3 describes the air quality emissions for commercial harbor craft. The geographical extent of the emissions inventory for marine vessels, including harbor craft, is described in Section 2.2 of this report. Harbor vessels are commercial vessels that spend the majority of their time within or near the Port and harbor. The harbor vessels included in this inventory are divided into the following major types of categories: Assist tugboats Crew boats Ferry vessels Excursion vessels Government vessels Tugboats, harbor Tugboats, ocean Work boats Recreational vessels are not considered to be commercial harbor craft, so their emissions are presented separately from the harbor craft emissions. Dredging emissions are not included in this baseline inventory because dredging is conducted on a project-specific basis and is not routine; the emissions from dredging would not be appropriate for a baseline emission level. In 2002, no major dredging projects occurred at the Port of Long Beach, such as maintenance dredging. In addition, vessels associated with the oil operations located offshore from the Port of Long Beach are excluded from this inventory. These vessels are being included in a separate study being conducted to quantify oil industry-related emissions and to include them in this study would potentially result in double counting of emissions. Many of the harbor vessel companies work jobs in both the Ports of Long Beach and Los Angeles harbors and this emissions inventory reflects work performed during 2002 within the Port of Long Beach harbor only. Port of Long Beach 47

66 3.1 Harbor Craft Descriptions and Characteristics To collect data for the harbor craft inventory, vessel owners and operators were identified and interviewed on key operating parameters. The operating parameters of interest included the following: Vessel type Number, type and horsepower (or kilowatts) of main engine(s) Number, type and horsepower (or kilowatts) of auxiliary engines Activity hours for 2005 Information on percentage of time operating within harbor, up to 25 miles and 50 miles Annual fuel consumption Qualitative information regarding how the vessels are used in service ine model years The 2002 Statewide Commercial Harbor Craft Survey 18 was reviewed and the data specific to the Port commercial harbor craft were included in this inventory with refinements based on interviews with each participant. Specifically, refinements were made to annual operating hours to reflect hours of use for Port work in Many of the harbor vessel companies work jobs in both harbors (Port of Long Beach and Port of Los Angeles harbors) and this emissions inventory reflects work performed during 2002 within the Port of Long Beach harbor only. A list of South Coast vessels replaced through the Carl Moyer program provided by ARB was also reviewed to ensure the new re-powered engines were included in the Port inventory. Some vessels replaced their engines in 2002 or prior on their own, through Carl Moyer or another state funding. These include some ferries, towboats and tugboats and they have the newer model years, such as 2001 through 2003 model years. Commercial harbor craft companies were identified and contacted to obtain the operating parameters of their vessels. The companies provided relevant information on their vessels for this inventory and are summarized in this section. Tables 3.1 and 3.2 summarize the main and auxiliary engine data, respectively, for each vessel category. The individual vessel information can be found in the Appendix B tables. The tables below may not include every harbor vessel at the Port, only those that provided specific engine data. For those vessels with na, there was not enough data to include a model year minimum, maximum and average for model year. 18 ARB, Statewide Commercial Harbor Craft Survey, Port of Long Beach 48

67 Table 3.1: Main ine Data by Vessel Category Propulsion ines Harbor Number Avg. No Model year Horsepower Annual Operating Hours Vessel Type Vessels per Vessel Minimum Maximum Average Minimum Maximum Average Minimum Maximum Average Assist Tug ,000 2,500 1, ,500 1,405 Crew boat , Excursion/Ferry ,110 1, ,500 1,471 Government 6 2 na na na ,665 2,888 Towboat/Tugboat , , Work boat Table 3.2: Auxiliary ine Data by Vessel Category Auxiliary ines Harbor Number Avg. No Model year Horsepower Annual Operating Hours Vessel Type Vessels per Vessel Minimum Maximum Average Minimum Maximum Average Minimum Maximum Average Assist Tug ,430 1,761 Crew boat , Excursion/Ferry ,200 1,649 Government na na na na na na na na na Towboat/Tugboat ,700 1,444 Work boat na na na Port of Long Beach 49

68 Table 3.3 summarizes the time spent in harbor, at 25 miles out and up to the basin boundary for all harbor craft and lists it by vessel type. Table 3.3: Spatial Allocation by Harbor Craft Type Category Harbor Up to Up to Basin 25 Miles Boundary Assist Tug 100% 0% 0% Crew boat 50% 50% 0% Excursion/Ferry 57% 36% 7% Government 100% 0% 0% Towboat/Tugboat 65% 25% 10% Work boat 55% 45% 0% Average 71% 26% 3% Assist and Escort Tugboats Assist tugboats help ships maneuver in the harbor during arrival, departure, and shifts from berth. In general, the assist tugboats escort the ships from the breakwater to the berth upon their arrival and are dismissed at the outer harbor after escorting from the berth to the breakwater upon departure. Besides escorting, assist tugboats help vessels in making turns, reducing speed, providing propulsion, and docking. Three companies do the majority of the assist and escort tugboat operations in the harbor. These tugboats have an approximate total engine power of 2,000 hp to 6,000 hp; with twin screw, Z-drive, or Voith-Schneider propulsion. Tugboats with single or twin-screw engines have a conventional propeller and rudder. A Z-drive is an integrated unit that enables the tugboat to pull or push in any direction. A Voith- Schneider drive is made up of a series of blades on a plate that rotates giving the tugboat greater force and maneuverability. Due to the unique role the assist tugboats play at the Port, the assist tugs have been separated from the towboat and tugboat categories. The emissions were calculated and presented separately from the other tugboats. As shown in Tables 3.1 and 3.2, in 2001, the three harbor assist tugboat companies operated a total of 17 diesel-powered boats. The assist tugboats had two main engines with each engine having a horsepower between 1,000 hp and 2,500 hp. The most common main engine model found were Caterpillar 3516B and EMD Port of Long Beach 50

69 The annual operating hours for main propulsion engines ranged from 300 hours to 2,500 hours, with an average of 1,405 hours. The main engines had model year range from 1975 to 2001, with an average of 1991 model year. The average assist tugboat had two 112 hp auxiliary engines that are used to supply on-board power, navigation systems, and air conditioning/heating for the crew. The most common type of auxiliary engine among assist tugboats was the Caterpillar 3304 and Detroit Diesel. The auxiliary engines ranged from 67 hp to 125 hp. The annual hours of usage for auxiliary engines ranged from 200hours to 4,430 hours, with an average of 1,761 hours. One harbor assist tugboat company started using shore power after 2001 for its tugboats. Seven of the seventeen assist tugboats had Category 2 main engines Crew Boats Crew boats and supply boats are used for carrying personnel and supplies to and from off-shore and in-harbor locations. They may go to vessels at anchorage, construction sites, and off-shore platforms. Twelve crew boats were inventoried for Most crew boats have two main engines with a horsepower range of 250 hp to 535 hp, averaging 365 hp per engine. The most prominent main engine manufacturer was Detroit Diesel. The annual hours of use ranged from 450 hours to 1,100 hours, with an average of 833 hours. The main engines had model year range from 1966 to 2003, with an average 1985 model year. The crew boat had one auxiliary engine and the most prominent manufacturer was Northern Lights. The auxiliary engine power ranged from 17 hp to 300 hp, with an average of 119 hp. The annual hours of use ranged from 100 hours to 1,000 hours, with an average of 804 hours Ferry and Excursion Vessels There are a numerous excursion vessels and ferries operating at the Port of Long Beach. The excursion vessels include the harbor cruises and the charter vessels that are for hire by the general public. Ferries were included in the same category as excursion vessels. Ferries are vessels that transport people and property to the nearby islands. There are daily ferry trips from Long Beach to Santa Catalina Island, or Catalina, that take approximately one hour and 30 minutes to transit one way. The excursion vessels include daily 45-minute harbor cruises, and seasonal (January through March) whale watching cruises just outside the breakwater. Some excursion boat operators have specific routes and times. In general, there are fewer excursion trips during the winter months. Port of Long Beach 51

70 Charter vessels are used seasonally and the inventory includes the charter boats operated by the local charter companies based in or operating from the Port. Sportfishing charters include half-day boat trips and overnight trips. They usually travel 25 miles from the coast for local fishing including Catalina Island or as far as 100 miles to sea to fish for tuna. A total of 17 excursion and ferry vessels inventoried for the Port of Long Beach. Nine ferries were inventoried in the Port harbor. The vessels had an average 2 main engines per vessel. The horsepower ranged from 180 hp to 3,110 hp with an average 1,215 hp. One ferry had a Category 2 engine. The operating hours ranged from 208 to 2,500 hours with an average 1,471 hours. The main engines had model year range from 1997 to 2001, with an average 2002 model year. The vessels had an average 1.4 auxiliary engines with model year range 1989 to 2003, and an average 1997 model year. The horsepower ranged from 10 hp to 200 hp with an average 90 hp. The operating hours ranged from 208 to 7,200 hours with an average 1,649 hours Government and Pilot Vessels Several federal, state and local governments operate vessels within the study area. The governmental agencies included in this report were the City of Long Beach Fire Department and the Port Police. The two pilot boats used to take the Port pilots to the arriving vessels and to pick up pilots from the departing vessels are also included in this category, although they are owned by a private company. Six government vessels were inventoried. The majority of the vessels had two main engines with horsepower ranging from 350 hp to 800 hp, with an average of 583 hp. The annual hours of use ranged from 665 hours to 4,665 hours, with an average of 2,888 hours. Most government vessels did not have an auxiliary engine Harbor and Ocean Tugboats Harbor tugboats which mostly work within the harbor moving and positioning barges are included in this category. Ocean or coastal tugboats work mostly outside of the harbor to/from other ports. Tugboats may also be referred to as towboats and push-boats since they tow or push barges. These self-propelled vessels engage in two common operations: line haul and unit tow. Their emissions were estimated and shown together regardless of their mode of operation or how they are referred to. The ocean tugs may vary from year to year; some have a dedicated service to the port while others may only visit the port once. Most of the ocean tugs do not consider the Port of Long Beach their home port. Port of Long Beach 52

71 Twenty towboats, push boats and tugboats were found to operate at the Port. The vessels have two main engines, each having between 340 hp and 2,500 hp, averaging 1,210 hp. The annual hours of use ranged from 100 hours to 2,500 hours, with an average of 877 hours. The main engines had model year range from 1951 to 2001, with an average 1985 model year. One tugboat had category 2 main engines. The vessels had one to two auxiliary engines with the horsepower ranging from 22 hp to 95 hp, with an average of 46 hp. The annual hours of use for auxiliary engines ranged from 200 to 8,700 hours, with an average of 1,444 hours. The auxiliary engines had model year range from 1966 to 2001, with an average 1985 model year Work Boats Work boats are vessels that perform numerous duties within the harbor, such as utility inspection, survey, spill/response, research, training and construction. Diving boats are used five days a week inside the harbor to survey piers and underground obstructions. Twelve work boats were inventoried. The engine power ranged from 200 hp to 535 hp, with an average of 364 hp. The annual hours of use ranged from 26 to 400 hours, with an average of 60 hours. The auxiliary engine power was averaged 20 hp and the activity hours averaged 26 hours. 3.2 Methodology The emission factors, engine load factors, and emission equations are found in this section. The flow chart in Figure 3.1 graphically summarizes the steps taken to estimate the majority of harbor vessel emissions. A slightly different approach was taken for recreational vessels as shown in the recreational vessel emission estimation flow chart (see Figure 3.2). Port of Long Beach 53

72 Figure 3.1: Harbor Craft Emission Estimation Flow Chart Survey Data Technical Literature kw X LF X hours kw-hrs X Emission Factor X FCF Emission Estimate Technical Literature - Emission factors and load factors Survey Data - number of engines, power, LF for assist tugs only, activity hours kw is engine power in kilowatts, LF is load factor, FCF is fuel correction factor Port of Long Beach 54

73 3.2.1 Emission Factors Based on the best available data to date, the following sources for emission factors were used: 1999 EPA Regulatory Impact Analysis 19 (RIA) for Category 1 main and auxiliary engines 2002 ENTEC Study 20 for Category 2/medium speed main engines IMO NO X Emission Factor for model year 2000 to 2003 engines ARB s Pleasure Craft Exhaust Emissions Inventory 21 (PCEEI) for the recreational vessels main and auxiliary engines In the 1999 RIA, EPA defined three categories for commercial marine vessel main propulsion engines and auxiliary engines: Category 1: 1-5 liters per cylinder displacement Category 2: 5-30 liters per cylinder displacement Category 3: over 30 liters per cylinder displacement The majority of the harbor vessels fall under Category 1, although the ocean-going towboats and some of the assist tugboats have Category 2 engines. The EPA RIA emission factors used for Category 1 engines were developed specifically for commercial marine engines and are based on a blend of pre-1999 new and old marine engines. Because the Category 2 vessels inventoried had medium speed engines (medium speed is categorized to be between rpm), the emission factors reported in a 2002 ENTEC study for medium speed vessels using diesel oil were used for the Category 2 engines. The emission factors used for this study are listed in Table 3.4 by engine horsepower for diesel-fueled main propulsion and auxiliary engines. 19 EPA, 1999 Final Regulatory Impact Analysis: Control Emissions from Compression-Ignition Marine ines, EPA420-R ENTEC, 2002 Quantification of Emissions from Ships Associated with Ship Movements between Ports in the European Community, Final Report. 21 ARB, 1998 Proposed Pleasure Craft Exhaust Emissions Inventory, MSC 98-14, Tables 3a and 3b. Port of Long Beach 55

74 Table 3.4: Category 1 Harbor Craft Emission Factors Pre-1999 Model Year ines g/kw-hr Model Year ines g/kw-hr min. kw HP Range NO X CO HC PM 10 SO 2 NO X CO HC PM 10 SO , ,000 1, Category 2 engines Deterioration rate factors are not taken into account for commercial marine engine emission factors due to the lack of activity based information on deterioration rates. The CO emission factor was reconstructed from the ENTEC appendices because they are not explicitly stated in the text. They were confirmed with IVS Swedish Environmental Research Institute Ltd. EPA s list of emission factors did not include a SO 2, EF, so one was estimated based on the sulfur content of the diesel fuel sold to the harbor vessels in the Port harbor. The estimated SO 2, EF (0.81 g/kw-hr) was estimated based on the sulfur content of the diesel fuel sold to the harbor vessels as discussed below. The emission factor for SO 2 from diesel-powered engines was estimated to be 0.15 g/kw-hr. The harbor vessels at the Port obtain their fuel mostly from two suppliers that mainly sell diesel fuel with a typical sulfur content of 300 ppm (0.03%) by weight and maximum 500 ppm (0.05%) by weight. An average value of 350 ppm by weight sulfur content was used for the diesel fuel based on past experience and discussions with local suppliers. The emission factor for SO 2 was calculated from the assumed sulfur content using the following equation: 350 g S x 210 g fuel x 2 g SO 2 = gso 2 /kw-hr 1,000,000 g fuel kw-hr g S Port of Long Beach 56

75 The first term, 350 g S/1,000,000 g fuel, is another way of expressing 350 parts per million. The second expression, 210 g fuel/kw-hr, is a typical value for the brake specific fuel consumption (BSFC) of a diesel engine that was used for every harbor craft vessel type in this EI. (The 2002 ENTEC 22 study lists a BSFC range of g fuel/kw-hr for slow and medium speed vessels based on information from Lloyd s and engine tests.) BSFC is the amount of fuel input required for a certain amount of engine output in this case, the amount of fuel in grams and the engine output in kw-hrs. The third term in the equation reflects the fact that a molecule of SO 2 weighs twice as much as a molecule of S (because of their molecular weights of 64 and 32, respectively) so an input of one g S results in emissions of 2 g SO ine Load Factors ine load factor represents the load applied to an engine or the percent of rated engine power that is applied during the engine s operation. Depending on the duration period that is being estimated, the load factor can represent the hourly average, daily average, or annual average load applied to an engine while it is operating. Table 3.5 summarizes the average engine load factors that were used in this inventory for the various harbor vessel types for their propulsion and auxiliary engines. Table 3.5: ine Load Factors Harbor Vessel Type ine LF Assist Tug 0.31 Towboat / Tugboat 0.68 Ferry / Excursion 0.76 Crew boat 0.45 Work boat 0.45 Government 0.51 Recreational 0.21 Recreational, auxiliary 0.32 All other auxiliary engines ENTEC, Quantification of Emissions from Ships Associated with Ship Movements between Ports in the European Community, Final Report, July Prepared for the European Commission. Port of Long Beach 57

76 The majority of the load factors are from ARB s Carl Moyer Program Guidelines 23. The 43% engine load factors were defaults obtained from the EPA NONROAD model 24 which used some direct measurements and has been used in previous studies 25. Until better engine load data becomes available, the 43% load factor is a reasonable choice to use for both main and auxiliary marine engines. The 31% engine load factor for assist tugboats is based on actual vessel engine load readings published in the 2001 POLA PWBAEI. The recreational vessels engine load factors are from ARB s PCEEI, Attachment D Emission Equations The basic equation used to estimate harbor vessel emissions is: Where: E = Emission, g/year KW = Kilowatts Act = Activity, hours/year LF = Load Factor EF = Emission Factor, g/kw-hr E = kw x Act x LF x EF The EPA emission factors are in g/kw-hr, so the engine horsepower was converted to kilowatts by dividing the horsepower by (one horsepower is equal to kilowatts). The hours are annual hours of use in 2001 within the Port. The total annual hours were used to calculate the Port harbor craft emissions. The calculated emissions were converted to tons per year by dividing the emissions by 907,200 (which is 2,000 lb/ton x g/lb) Recreational Vessels Emission Estimation Methodology ARB s PCEEI, along with the attachments and public notices were reviewed to determine average horsepower, average annual usage hours and load factors. Average horsepower, annual activity hours and load factors were taken from ARB's PCEEI, Attachment D. Average horsepower for outboards was taken from Table 4 of the PCEEI. 23 ARB, Carl Moyer Program Guidelines, Part IV, 17 November EPA, Median Life, Annual Activity, and Load Factor Values for Nonroad ine Emissions Modeling, EPA 420-P ERG and Starcrest Consulting Group, Update to the Commercial Marine Inventory for Texas to Review Emission Factors, Consider a Ton-mile EI Method, and Revise Emissions for the Beaumont-Port Arthur Non-Attainment Area, January Port of Long Beach 58

77 The 2002 Southern California recreational vessel population contained in the ARB PCEEI was used to estimate the percentages of different types of engines on recreational vessels at the Port marinas. The percentages were than multiplied by the total number of recreational boats found at Port. For example the ARB inventory found 49% of the South Coast recreational vessels were vessels with outboards (2-stroke, gasoline) and the next most common were vessels with stern drive engines (4-stroke, gasoline). Jet skis were not included in the 2001 Port emission estimates since the jet skis are not stored at any of the marinas within the harbor and it is difficult to accurately estimate the number of jet skis that visit the Port harbor. The emissions factors were given in grams per horsepower-hour in Tables 8a and 8b of ARB s PCEEI, except for the SO 2 EF which was estimated. For calculating the SO 2 EF, 30 ppm was assumed for gasoline sold in California 26 and a brake-specific fuel consumption of 796 g/kw-hr was assumed for 2-stroke engines 27 and 429 g/kw-hr for 4-stroke engines. The resulting SO 2 EFs were 0.05 g/kw-hr for 2- stroke and 0.03 g/kw-hr for 4-stroke engines. Since the other emission factors for the recreational vessels were given in g/hp-hr, the estimated SO 2 emission factors were converted to g/hp-hr. ARB uses the OFFROAD model to estimate emissions for recreational vessels and uses deterioration factors and fuel correction factors. The emissions listed in Table 3.6 were estimated manually and the deterioration factor was not used due to lack of activity-based information on deterioration rates. A fuel correction factor is used in the model to account for changes in emissions attributed to clean burning fuel which was introduced by the State of California in phases. The fuel correction factor (FCF) is 1 for pre-1992 gasoline powered boats and pre-1993 diesel powered boats. These vessels were assumed to have a median engine age of 13 years, so the FCF of 1 applies. The flow chart in Figure 3.2 graphically summarizes the steps taken to estimate recreational vessel emissions as discussed above. 26 California Reformulated Gasoline Regulations, 13 CCR , amended June 16, EPA, NONROAD Emissions Model. Port of Long Beach 59

78 Figure 3.2: Recreational Vessel Emission Estimation Flow Chart ARB's PCEEI Survey Data hp X LF X hours Number of engines X hp-hrs X Emission Factor Emission Estimate ARB's PCEEI - Avg horspower, activity hours, load factor, % of types of engines Survey Data - number of recreational vessels at Port, type of fuel used for SO 2 EF Port of Long Beach 60

79 Using data from the ARB PCEEI, Table 3.6 below summarizes the load factors, average horsepower, hours of operation, and emission factors used for the 2001 Port inventory. G2 is 2-stroke gasoline engine, G4 is 4-stroke gasoline engine, and D is for diesel engine. Table 3.6: 2002 Activity Data and Emission Factors for Recreational Vessels Vessel Type POLB LF HP Hours Total NO x EF CO EF HC EF PM EF SO 2 EF Population (avg.) (avg. annual) (hp-hrs) (g/bhp-hr) (g/bhp-hr) (g/bhp-hr) (g/bhp-hr) (g/bhp-hr) Vessels w/outboard ines G % , Sailboat Auxiliary Outboard ines G2 1 32% Vessels w/inboard ines G4 9 21% , Vessels w/outboard ines G4 1 21% Vessels w/sterndrive ines G % , Sailboat Auxiliary Inboard ines G4 1 32% Vessels w/inboard Jet ines G4 3 21% , Vessels w/inboard ines D 1 21% , Sailboat Auxiliary Inboard ines D 1 32% Emission Estimates Table 3.7 summarizes the estimated emissions harbor craft vessels. The harbor vessel inventory can be found in Appendix B. Figure 3.3 depicts the emissions percentages for each harbor craft showing that assist tugs, towboats, tugboats, ferries and excursion vessels make up the majority of the harbor craft emissions at the Port. Table 3.7: 2002 Harbor Craft Emissions Harbor NOx CO HC PM SO 2 Vessel Type Assist Tug Crew boat Excursion/Ferry Government Towboat/Tugboat Work boat Total, tpy 1, Total, tpd Port of Long Beach 61

80 Figure 3.3: 2002 Harbor Craft Emissions Percentage by Vessel Type SO2 PM HC CO NOx 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Assist Tug Crew boat Excursion/Ferry Government Towboat/Tugboat Work boat Table 3.8 summarizes the estimated emissions in tons per year (tpy) and tons per day (tpd) for the recreational vessels that berth within the Port of Long Beach harbor. Table 3.8: 2002 Recreational Vessels Emissions Recreational NOx CO HC PM SO 2 Vessels Total, tpy Total, tpd Tables 3.9 through 3.13 summarize the estimated emissions in tons per year (tpy) for main and auxiliary engines for each vessel type. Port of Long Beach 62

81 Table 3.9: 2002 Assist Tugs Emissions Assist Tugs NOx CO HC PM SO 2 Main ines Auxiliary ines Total, tpy Total, tpd Table 3.10: 2002 Crewboat Emissions Crewboat NOx CO HC PM SO 2 Main ines Auxiliary ines Total, tpy Total, tpd Table 3.11: 2002 Excursion and Ferry Emissions Excursion / NOx CO HC PM SO 2 Ferry Main ines Auxiliary ines Total, tpy Total, tpd Table 3.12: 2002 Towboat and Tugboat Emissions Towboat / NOx CO HC PM SO 2 Tugboat Main ines Auxiliary ines Total, tpy Total, tpd Port of Long Beach 63

82 Table 3.13: 2002 Workboat Emissions Workboat NOx CO HC PM SO 2 Main ines Auxiliary ines Total, tpy Total, tpd The following table and figure compare the 2002 in-port and out-of port emission estimates for harbor craft, not including recreational vessels. The in-port emissions include harbor craft emissions within the harbor. The out-of port emissions follow the SCAQMD boundary outside of the harbor. Table 3.14: 2002 Harbor Craft Emissions NO X CO HC PM SO 2 In-Port Harbor Craft Out-of Port Harbor Craft Total, tpy 1, Total, tpd Figure 3.4: Comparison of 2002 Harbor Craft In-Port and Out-of Port Emissions SO2 PM HC CO NOx 0% 20% 40% 60% 80% 100% In-Port Harbor Craft O ut-of Port Harbor Craft Port of Long Beach 64

83 SECTION 4 LOCOMOTIVES Section 4 presents the air emission estimates for locomotives transporting Port-related cargo in the South Coast Air Basin (SoCAB). This section is a supplement to the 2002 on-port and near-port emissions reported in the Port s 2002 baseline emissions inventory of landbased mobile emission sources. In that report, emissions were estimated for switching engines operating in and near the Port, and for line haul locomotives operating within the Port boundaries. This supplement presents estimated emissions from locomotives hauling Port-related cargo from the Port boundaries to the boundaries of the SCAB or to destinations within the SoCAB. The Port prepared an emissions inventory of 2002 activities that encompassed the landbased mobile sources associated with cargo movement. This study estimated emissions from railroad locomotives, on-road heavy-duty trucks, and cargo handling equipment operating within Port boundaries. The locomotive emission estimates additionally included certain locomotive activities in near-port rail yards, described below in subsection 4.3. The current study expands the geographical scope of the 2002 emissions inventory to include locomotive operations within the SoCAB for transportation of rail-borne cargo that begins or ends at facilities owned by one of the San Pedro Bay ports (i.e., at a Port of Long Beach terminal or at the Intermodal Container Transfer Facility (ICTF) immediately north of the Port). Like the original baseline emissions inventory the estimates are based on 2002 levels of activity. This section describes the geographical delineation of the locomotive emissions inventory area and the rail system that serves the Port within the area, discusses the emission estimating methodology, and presents the estimated basin-wide Port-related emissions. 4.1 Rail System Description The emission estimates presented in this report cover Port-related locomotive emissions within the SoCAB, which includes all of Orange y and portions of Los Angeles, Riverside, and San Bernardino ies, as illustrated in Figure 4.1. The rail system was described in detail in the initial 2002 emissions inventory. Briefly, inbound ship-borne cargo (primarily intermodal containers) is loaded onto railcars either on the receiving terminal or at off-terminal locations (and conversely, out-bound cargo is offloaded on the terminal or at an off-terminal location). The cargo is transported between the Port and destinations across the country. Most rail cargo leaves or enters the SoCAB from/to the northeast over the Cajon Pass in San Bernardino y or from/to the southeast through Riverside y. Port of Long Beach 65

84 In 2002, the Port also received and shipped non-intermodal cargo from and to destinations within the SoCAB. In April 2002 the Alameda Corridor was opened, which changed the primary route taken by trains traveling between the Port and central LA. Prior to the opening of the Alameda Corridor, BNSF transported freight to and from the Port over a route that ran from the Port toward Torrance and El Segundo, then curved back to central LA and BNSF s intermodal yard, where additional containerized freight was loaded onto railcars. In this period UP trains took a more direct route from the ports to central LA. With the opening of the Alameda Corridor, trains from both railroad companies began using the same new tracks over a route that had been developed to shorten rail travel time and limit delays to both trains and road traffic. The Alameda Corridor and the previous rail routes from the San Pedro Bay ports to Central LA are illustrated in Figure 4.2. Figure 4.1: South Coast Air Basin Boundary Port of Long Beach 66