Chevron Richmond Long Wharf Shipping Emissions Model

Transcription

1 Chevron Products Company Chevron Richmond Long Wharf Shipping Emissions Model Final Report February 7, 2014 Prepared for Chevron Products Company 841 Chevron Way Richmond, CA Prepared by ICF International 620 Folsom Street, Suite 200 San Francisco, CA

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4 Table of Contents 1. Introduction Facility Overview Study Boundaries and Movements Data Sources... 7 San Francisco Marine Exchange... 7 Lloyds Register of Ships... 8 Stock Transfer and Reconciliation (STAR) Product Designations Emission Sources Cases Run Report Organization Ocean Going Vessels Ship Characteristics Pump Characteristics Auxiliary Boilers Parcel Sizes Average Ship Movements and Anchorage Times Hotelling Emissions Calculations Load Factors Fuels Used Emission Factors Age Weighted Emission Factors Diesel Propulsion, Auxiliary and Auxiliary Boiler Emissions Ship Replacements Barge Movements Barge and Tug Characteristics Pump Characteristics Parcel Sizes Average Barge Movements and Anchorage Times Hotelling Emissions Calculations Load Factors Fuels Used Emission Factors Age Weighted Emission Factors Escort, Assist and Standby Tugs Escort Tugs Assist Tugs Stand-by Tug Emission Calculations Load Factors Fuels Used Emission Factors Age Weighted Emission Factors Adjusted Baseline and Future Case Assumptions Ship Replacements ICF International i Chevron Products Company

5 Table of Contents 5.2. Product Volumes Ship Characteristics and Movements Ship Characteristics Pumping Characteristics Parcel Sizes Average Ship Movements and Anchorage Times Hotelling Emission Calculations Tugs and Barges Age Weighted Emission Factors Project Design Feature Appendix A -- Assumed Tug-Barge Matches...58 Appendix B -- Zero Hour Emission Factors and Deterioration Factors...61 Appendix C -- ARB Harbor Craft Rule Compliance Dates...63 List of Figures Figure 1-1: Chevron Richmond Long Wharf Location... 1 Figure 1-2: Berth Locations... 2 Figure 1-3: Chart of Bay Showing Transit Segments and Speeds... 4 Figure 1-4: Anchorages within San Francisco Bay... 5 Figure 1-5: Transit Leg Chart... 6 Figure 1-6: Ocean Going Vessel Figure 1-7: Ocean Going Vessel Propulsion Engine Figure 1-8: Ocean Going Vessel Auxiliary Engine Figure 1-9: Ocean Going Vessel Auxiliary Boilers Figure 1-10: Tugboat Figure 1-11: Tanker Barge pushed by a Tugboat List of Tables Table 1-1: Ship Activity Descriptions... 3 Table 1-2: HRA Transit Leg Descriptions... 5 Table 1-3: Product Designations Table 1-4: Case descriptions Table 2-1: Ship Type Descriptions Table 2-2: Propulsion Engine Types Table 2-3: Average Ship Characteristics Table 2-4: Average Loading and Discharge Pumping Rates and Pumping Energy Requirements Table 2-5: Auxiliary Boiler Loads for all Ships (kw) Table 2-6: 3 Year Baseline ( ) Calls and Average Ship Capacities and Parcel Sizes Table 2-7: 3 Year Baseline Total Cargo Distributions by Ship Type (bbls) Table 2-8: Baseline Cargo Distributions by Ship Type by Product (%) Table 2-9: Average Distances per Call in Various Modes Table 2-10: Distribution of Low Speed Transit Distances in the Various Legs Table 2-11: Average Loading, Discharge and Idle Times per Call for the Baseline Period (hours) Table 2-12: Auxiliary Engine Load Factors Table 2-13: Propulsion Engine Emission Factors (g/kwh) Table 2-14: Low Load Adjustment Factors Table 2-15: Auxiliary Engine Emission Factors (g/kwh) Table 2-16: Auxiliary Boiler Emission Factors (g/kwh) Table 2-17: NOx Emission Factors (g/kwh) Table 2-18: Baseline Emission Tier Distribution by Ship Type ICF International ii Chevron Products Company

6 Table of Contents Table 2-19: Age Weighted Emission Factors for HRA (g/kwh) Table 2-20: Age-Weighted Emissions for Chevron SuezMax Ships (tons) Table 2-21: Age Weighted Emissions for Steam Turbine SuezMax Ships (tons) Table 2-22: Age Weighted Emissions for Gas Turbine Product Ships (tons) Table 3-1: Average Baseline Barge and Tug Characteristics Table 3-2: Average Barge Loading and Discharge Pumping Rates and Pumping Energy Requirements Table 3-3: 3 Year Baseline Calls and Average Barge Capacities and Parcel Sizes Table 3-4: 3 Year Baseline Total Cargo Distributions by Barge Type (bbls) Table 3-5: Baseline Cargo Distributions by Barge Type by Product (%) Table 3-6: Average Distances per Call in Various Modes Table 3-7: Distribution of Low Speed Transit and Light Trip Distances in the Various Legs Table 3-8: Average Loading, Discharge and Idle Times per Call for the Baseline Period (hours) Table 3-9: Engine Load Factors for Tugs Pushing Barges Table 3-10: Fuel Correction Factors Table 3-11: Useful Life, Annual Operational Hours and Deterioration Caps Table 3-12: Baseline Tug Engine Model Year Estimates Table 3-13: Tug Propulsion Engine Emission Factors (g/kwh) Table 3-14: Tug Auxiliary Engine Emission Factors (g/kwh) Table 3-15: Barge Auxiliary Engine Emission Factors (g/kwh) Table 3-16: Age Weighted DPM Emission Factors for HRA (g/kwh) Table 4-1: Escort, Assist and Stand-by Tug Characteristics Table 4-2: Escort to Ship ratios Table 4-3: Escort Tug Light Trip Distances (nm) Table 4-4: Distribution of Light Trip Distances in the Various Legs Table 4-5: Assist Tugs to Ship Ratio Table 4-6: Engine Load Factors for Escort, Assist and Stand-by Tugs Table 4-7: Tug Propulsion Engine Emission Factors (g/kwh) Table 4-8: Tug Auxiliary Engine Emission Factors (g/kwh) Table 4-9: Age Weighted DPM Emission Factors for HRA (g/kwh) Table 5-1: 3 year Product Volumes Table 5-2: Cargo Distributions by Ship Type (%) Table 5-3: Cargo Distributions by Barge Type (%) Table 5-4: Average Adjusted Baseline Ship Characteristics Table 5-5: Average Adjusted Baseline Pumping Rates and Energy Requirements Table 5-6: 3 year Adjusted Baseline Ship Capacities and Parcel Sizes Table 5-7: Adjusted Baseline and Future Calls Table 5-8: Average Distances per Call in Various Modes for Adjusted Baseline and Future Cases Table 5-9: Distribution of Low Speed Transit Distances in the Various Legs for Adjusted Baseline and Future Cases53 Table 5-10: Average Hotelling Times per Call (hours) Table 5-11: Average Adjusted Baseline and Future Case Barge and Tug Engine Model Years and Compliance Dates55 Table 5-12: Adjusted Baseline and Future Calls Table 5-13: Escort, Assist and Stand-by Tug Future Case Model Years Table 5-14: Ocean Going Vessel Age Weighted Emission Factors for HRA (g/kwh) Table 5-15: Tugs Pushing Barges Age Weighted DPM Emission Factors for HRA (g/kwh) Table 5-16: Escort, Assist, and Stand-by Tug Age Weighted DPM Emission Factors for HRA (g/kwh) Table A-1: Tugs Associated with Barges Table B-1: Propulsion Engine Zero Hour Emission Factors Table B-2: Auxiliary Engine Zero Hour Emission Factors Table B-3: Deterioration Factors Table C-1: Tug Propulsion and Auxiliary Engine Compliance Dates Table C-2: Barge Auxiliary Engine Compliance Dates ICF International iii Chevron Products Company

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9 1. Introduction The Chevron refinery in Richmond, California is in the process of applying for a Conditional Use Permit from the City of Richmond to finish construction of a partially built hydrogen plant and related equipment at their facility that are part of its Revised Renewal Project (Revised Project) 1. The City of Richmond (the City ), as Lead Agency under the California Environmental Quality Act (CEQA), is developing the required Environmental Impact Report (EIR) for the Revised Project. To assist the City in its evaluation of air quality, greenhouse gas, and other environmental impact assessments in the EIR, Chevron is providing the City with the results of its shipping emissions model that was developed to provide both baseline ( ) and future (2016) projections of Chevron Richmond refinery-related marine shipping activity and emission information for use in the EIR. Chevron hired ICF International to develop a shipping model to calculate marine emissions associated with transporting the feedstocks and refined products in and out of the Chevron Richmond Long Wharf (RLW). The following is a description of the model Facility Overview The Chevron refinery is located in Richmond, California, in the central portion of the San Francisco Bay. Figure 1-1 shows a satellite image of the Bay, with a circle showing where the refinery and the RLW are located. It is located at 37º55'20" N 122º24'38"W. Figure 1-1: Chevron Richmond Long Wharf Location Chevron Richmond Refinery and Long Wharf Source: Google Earth 1 City of Richmond, Notice of Preparation of a Revised Environmental Impact Report State CEQA Guidelines 15082(a), June 10, ICF International 1 Chevron Products Company

10 Introduction Chevron imports crude and gas oil over the RLW and converts them into a variety of different refined petroleum products for export. A significant percentage of the refined products is exported via tankers and barges over the wharf. The rest is exported via truck and pipeline. The RLW has been operating under lease from the California State Lands Commission (SLC) since The SLC regulates the Long Wharf under the Marine Oil Terminal Engineering and Maintenance Standards and Article 5 of the SLC regulations. The United States Coast Guard and other agencies also regulate the RLW. The RLW is a T-head pier about 3,400 feet long, with a causeway approximately 4,200 feet long. Petroleum products are transferred at six berths. Figure 1-2 shows the berth names at the RLW. Figure 1-2: Berth Locations Berth 3 Berth 4 Berth 2 Berths 9 & 11 (barges only) Berth 1 Berth A (Stand-by Tug) Causeway ~4,200 ft Source: Chevron Shipping Internal Website Berth 1 is the southernmost berth at the Long Wharf. It is used primarily for discharging gas oils and feedstocks. Only tankers can tie up at Berth 1, it is not equipped for barges. Berths 2 and 3 are the most flexible berths at the facility because of equipment installed on the wharf. These two berths operate very similarly - both can discharge all blendstocks and all feedstocks (except crude) and both can load all refined products. Ships and barges can berth at 2 and 3. Berth 4 can only be used to discharge crude; it cannot be used for loading. Berths 9 and 11 are barge berths only. Berth 9 is used predominately, but Berth 11 can be used if 9 is down for maintenance. Berth A is where tugs stand-by and where oil spill response equipment is kept; it is not used for any product transfers. ICF International 2 Chevron Products Company

11 Introduction 1.2. Study Boundaries and Movements The shipping model estimates emissions from all ships, barges, and tugs that call at the RLW. Emissions vary as a function of the shipping activity. The various shipping activities and the boundaries of the activities are described in Table 1-1 and shown in Figure 1-3. Details of emissions calculations will be covered in depth in subsequent sections. Table 1-1: Ship Activity Descriptions Activity Cruise High speed transit Low speed transit Maneuvering At Berth Anchorage Description From the pilot buoy to Pt. Bonita (8 nm). Typically the ship or barge travels at service speed during this portion of the movement From Point Bonita to the entrance of the Southampton Shoal Channel when coming in from open ocean. Ships travel at 10 knots and barges at 8 knots. All transit within the San Francisco Bay other than the high-speed transit. Ships and barges travel at 5 knots. Movements within the Maneuvering Zone in which ships and barges maneuver into and out of a berth with the use of assist tugs. Time spent when at berth with the propulsion engines off but auxiliary engines on. Loading and discharge of feedstocks and blendstocks occur at berth. Time spent at anchor within the San Francisco Bay while waiting to dock at a berth. Propulsion engines are off when at anchorage, but auxiliary engines are on. When coming from the open ocean, the boundary starts at the pilot buoy which is 11 nautical miles (nm) from the Golden Gate Bridge. Typically a ship comes from the open ocean, picks up a pilot at the pilot buoy and continues until Pt. Bonita where an escort tug meets the vessel to guide it to the RLW. At the entrance to the Southampton Shoal Channel, assist tugs meet the vessel and maneuver it into a berth. Discharge or loading of products and feedstocks occurs at berth. The Health Risk Assessment (HRA) boundary is also shown in Figure 1-3. The HRA is the Health Risk Assessment that will be conducted as part of the EIR to help assess public health impacts from refinery (including shipping) operations due to the Revised Project. The spatial scope of the shipping emissions included in the HRA is a circle with a radius of 5 nm centered on the RLW. ICF International 3 Chevron Products Company

12 Introduction Figure 1-3: Chart of Bay Showing Transit Segments and Speeds HRA Boundary Richmond Long Wharf & Maneuvering Zone All Vessels 5 knots Stand-by Tug Home Base Ships 10 knots Barges 8 knots Entrance to Southampton Shoal Channel Assist Tug Meet Up Pt. Bonita Escort Tug Meet Up Point Blunt Assumed Tug Origination Location All Vessels at Service Speed 11 n mi to Pilot Buoy All Intra -Bay Transit Occurs at 5 knots A ship or barge may also anchor at one of the various anchorages within the San Francisco Bay for various reasons such as waiting for orders, waiting for the right tide, bunkering, doing Coast Guard inspections, doing small or emergency repairs, replenishing ship stores, and crew changes. Anchorages within the bay are shown in Figure 1-4. Anchorage 9 is most frequently used, and is located south of the Bay Bridge. Only one anchorage, Anchorage 5, is located within the HRA zone. Anchorages 22 and 23 are located in the northern end of the Bay. When at anchorage or at berth, the propulsion engines are shut off but the auxiliary engines continue to run. ICF International 4 Chevron Products Company

13 Introduction Figure 1-4: Anchorages within San Francisco Bay Rodeo HRA Boundary (~5 nm) RLW To further define the HRA, transit legs are designated within the HRA Boundary. They are defined in Table 1-2 and shown in Figure 1-5. Emissions are spatially allocated over those legs within the HRA. Table 1-2: HRA Transit Leg Descriptions Leg X Y Z - NB Z - SB W Description From Point Blunt to the entrance of the Southampton Shoal Channel Southampton Shoal Channel from entrance to Maneuvering Zone From Southampton Shoal Channel entrance to northern boundary of HRA From northern boundary of HRA to Southampton Shoal Channel entrance From RLW to Port of Richmond ICF International 5 Chevron Products Company

14 Introduction Figure 1-5: Transit Leg Chart Leg Z - SB Leg Z - NB Maneuvering Zone Leg Y Leg W Leg X LEGEND Leg X Leg Y Leg Z SB Leg Z NB Leg W Because the Marine Exchange data included ship calls two stops prior to the RLW and two stops after the RLW, this was used to provide details on ship movements within the San Francisco Bay. Without this information, all ships would have been assumed to come directly from the ocean, go the RLW and return to open ocean. While many ships transit directly to the RLW straight from the ocean, and leave directly to the ocean after their call, there are also many ships that call at multiple Bay Area ports in the same visit, or that stop at an anchorage either before or after calling at the RLW. In instances where a ship calls at another Bay Area port, emissions are shared between the two ports with this inventory getting only half the emissions. If during the two stops prior or the two stops after stopping at the RLW a ship or barge stops at another Bay Area port, high speed and low speed transit and anchorage emissions are divided by 2. If only one direction (either inbound or outbound) does not stop at another Bay Area port, this inventory gets the full emissions during transit or anchorage for that direction. No ship or barge stopped at more than one other port during the two stops before stopping at the RLW nor for the two stops after, thus this inventory got either full credit or half credit for transit and anchorage for that direction. This inventory gets the full emissions for maneuvering and berthing at the RLW. The only exception to this sharing rule is the FDH barges. The model includes 100% of the emissions from all of FDH barge trips because those barges are dedicated to serving the RLW. ICF International 6 Chevron Products Company

15 Introduction The sharing rules are consistent with those developed in the 2005 San Francisco Bay Area Seaports Regional Inventory. 2 That inventory included five Bay Area ports (Benicia, Oakland, Redwood City, Richmond, and San Francisco), and some of the vessels called at two ports during the same visit to the Bay. In these instances, the two ports shared the total transit emissions for the call and each port got their own at-berth emissions Data Sources Several data sources were used to develop the emissions model. These include: San Francisco Marine Exchange data -- This database contains records of all the ship movements in the San Francisco Bay and is managed by the U.S. Coast Guard and has been used to develop bay area port shipping inventories. The Marine Exchange data was used to find out where the ships came from two stops prior to the RLW and where they went two stops after the RLW. These stops may include anchorages or calls to other Bay Area ports. In many instances, ships went directly to and from the ocean from the RLW, without stopping anywhere else in the Bay. Lloyds Register of Ships data -- This database contains ship, tug and barge characteristics. It was used to determine total ship propulsion and auxiliary power, service speed, ship type, build year, propulsion engine type, operator, maximum cargo capacity, maximum pumping rates and dead weight tons (DWT). Stock Transfer and Reconciliation (STAR) data -- This database is a proprietary database that originates at the Chevron refinery. It is where Chevron stores all of their information about the ships that call and the products that come in and out over the RLW. The STAR Database has extensive and detailed information including volumes pumped and loaded, and time stamps when each activity starts and stops, data which the Department of Homeland Security has placed restrictions on due to the sensitivity of maritime shipments of petroleum and chemical products. It was used to determine average cargo moves, pumping rates and parcel sizes by ship type. San Francisco Marine Exchange The San Francisco Marine Exchange provided data on vessel movements and was the source of all transit information which was used to assign incoming and outgoing transiting routes and destinations for ships calling the RLW for the three years of the baseline period. Marine Exchange data are available to the public for a fee. It was used to develop the two stops prior to calling on the RLW and the two stops after calling on the RLW. The baseline data covered 2008 through 2010 and included 1,170 ship calls and 948 barge calls. Of tanker ships, a little over half came straight from the ocean directly to the RLW. A third of the calls came from the 2 SF Bay Area Seaports Air Emission Inventory -- Port of San Francisco 2005 Emissions Inventory, prepared for the Bay Planning Coalition by Moffat & Nichols and Environ, June ICF International 7 Chevron Products Company

16 Introduction ocean, went to an anchorage, and then went to the RLW. About 15% of ships stopped at a different Bay Area refinery before calling the RLW; of those about half anchored in between the two ports. On the outbound leg, about 68% of ships went directly out the Golden Gate after leaving the RLW. About 16% stopped at an anchorage before heading out the Gate. The remaining 17% of ships called at a different Bay Area refinery before leaving the Bay, with just under 5% visiting an anchorage in between the two ports. Of barges, a much lower percent come from or go to the ocean directly before or after the RLW. About 30% are inbound directly from the ocean, and about 40% are outbound straight to the ocean. About 70% of barges stop at another Bay Area port before calling the RLW, and about 60% stop at another Bay Area port after calling the RLW. Almost 30% of barges anchor before calling at RLW, and about 8% anchor after calling RLW. In addition, times at an anchorage were estimated indirectly from the marine exchange data. The dataset includes vessel stop locations and the time or arrival to and departure from each stop location (stops at anchor are not included in the data). Time-in-mode during transiting was estimated based on vessel stop locations and estimated speeds during movements on transit links. Lloyds Register of Ships Lloyd s Data is produced by IHS-Fairplay and is headquartered in Surrey, England. 3 They offer the largest database of commercially available maritime data in the world in several formats. The newest version (2012) of Lloyd s Register of Ships has details on 180,000 vessels and 200,000 companies that own, operate, and manage them. Sea-Web (ships over 100 GT) costs $3,940 for a single user. Lloyd s Data contains information on ship characteristics that are important for preparing detailed marine vessel inventories including the following: Name Ship Type Build Date Flag Dead weight tonnage (DWT) Ship capacity Pump capacity Vessel service speed Propulsion engine power plant configuration and power. Auxiliary generating power Operator Stock Transfer and Reconciliation (STAR) The Star Database was used primarily to determine what each ship was doing at berth during the baseline period of : length of stay at the berth, when product was being loaded or 3 ICF International 8 Chevron Products Company

17 Introduction discharged from a vessel, the volume loaded or discharged, pumping times during loading and discharging, and the type of product being transferred. The STAR data lists transfers from ships or barges by product type. Each record contains the ship name, the date and time of arrival and departure, the type of product transferred (e.g., crude or gas oil), the volume and time of each transfer and the tank it was pumped into or out of. During each ship or barge call there are one or multiple transfers of product. Each transfer is listed as a separate record within the database. There were over 160 different feedstock and product types, and over 75 different tanks actively used in the baseline period. For illustration, a hypothetical ship may arrive and carry out the following activities during the call: discharge 300,000 barrels of Arab Light crude to Tank W; stop the transfer and deliver another 80,000 barrels of Arab Light crude to Tank X; deliver 200,000 barrels of Arab Extra Light crude to Tank Y; stop for a while and load 180,000 barrels of Light Products from Tank Z; and depart Some of those transfers may be simultaneous, or there may be periods of inactivity (idling) between each transfer. The ship call described above would have four individual transfers recorded. Calls in the database had up to 10 unique transfers. Moffatt & Nichol, a Chevron consultant, took the detailed information on each individual transfer for each vessel call and consolidated them by product type and total volume, thereby reducing the data to the minimum components required for the baseline inventory analysis and for the development of the shipping emissions model. Destination tank and other information not required for the inventory were omitted from the final inventory data set. Tankers arriving at the RLW with product to deliver have a contractual obligation to use onboard pumps to pump product as far as the rail of the ship within a specified pressure range. For feedstocks being transferred farther than the crude and gas oil storage tanks, the pumping is boosted by electrically-powered pumps at Pump Station 7, which is located at the base of the RLW causeway. From an emissions standpoint, only the pumping power required to move product over the rail is required for the model. For this reason, the actual destination tank at the refinery was not important, and did not need to be tracked in the analysis. Similarly, all loading operations are gravity-fed, meaning they do not require any pumping (hence, any emissions). Therefore, the origination tanks for loaded products also did not need to be tracked in the analysis. The STAR Database relies on manual data entry by the operators at the RLW. Therefore the database was reviewed for potential duplicate entries, missing or illogical timestamps, potential volume disparities, and blank fields; like-product transfers from a given vessel were combined into a single transfer record. The outcome of this initial processing led to a data set with 2,118 calls over the three-year baseline ( ) period (1,170 tankers and 948 barge calls) and ICF International 9 Chevron Products Company

18 Introduction 3,945 individual product transfers (2,533 from tankers and 1,412 from barges). This data set was the foundation of the at-berth emissions estimates and provided to ICF. This data was then used to determine average pumping rates and times as well as berthing times in the model Product Designations To simplify the analysis, all 160 feedstocks and blendstocks were combined into the categories shown in Table 1-3. Volume-weighted average specific gravities for each product group were calculated based upon the STAR database for the baseline and the actual specific gravity of the product (also listed in the STAR database). These averages were also used in future year calculations. The specific gravity is used to calculate pumping emissions. Category Specific Gravity Crude 0.86 Crude oil Table 1-3: Product Designations Cutter 0.93 Used to cut fuel oil blendstock Description Fuel Oil Blendstock 1.03 Fuel oil blendstock and carbon black feedstock Gas Oil 0.91 Gas oil Light Products 0.76 Lube Base Oils 0.88 Lubricants 1.5. Emission Sources Light products, such as gasoline, diesel, and jet, and light product blendstocks such as alkylate The sources of emissions in the shipping model come from engines and boilers on ocean going vessels, tug boats and barges. Ocean going vessels (shown in Figure 1-6) generally have one large propulsion engine (Figure 1-7) which propels the vessel (6,000-25,000 kw) and three auxiliary engines (Figure 1-8) which provide electricity for on-board ship needs (600 to 1000 kw each). ICF International 10 Chevron Products Company

19 Introduction Figure 1-6: Ocean Going Vessel Figure 1-7: Ocean Going Vessel Propulsion Engine ICF International 11 Chevron Products Company

20 Introduction Figure 1-8: Ocean Going Vessel Auxiliary Engine In addition, ocean going vessels have auxiliary boilers (Figure 1-9) which provide steam to power steam turbines which drive cargo pumps and heat cargo. As of July 1, 2009, both engines and boilers use low sulfur marine diesel oil (MDO) for fuel. Prior to that date, both engines and boilers used heavy fuel oil (HFO) for fuel. Figure 1-9: Ocean Going Vessel Auxiliary Boilers Tugboats push barges and help ships and barges into and out of berth at the RLW. In addition, tanker ships and tank barges under certain conditions must be escorted into and out of the Bay. Tugboats have two propulsion engines (1000 to 3500 kw each) and two auxiliary engines (75 to ICF International 12 Chevron Products Company

21 Introduction 215 kw each). Tugs have no auxiliary boilers. They operate on ultra-low sulfur diesel fuel (ULSD). 4 Figure 1-10: Tugboat Barges (Figure 1-11) are non-propelled tanks that are pushed by a tugboat. While barges have no propulsion engines, they have one or two auxiliary engines used to pump cargo from their tanks (60 to 160 kw each). Barge auxiliary engines also use ULSD.4 Figure 1-11: Tanker Barge pushed by a Tugboat 4 As of 2007, all harbor craft operating in California waters are required to use ultra-low sulfur diesel fuel (ULSD) with a sulfur level of 15 ppm or less (California Air Resources Board, Standards for Nonvehicular Diesel Fuel Used in Diesel-Electric Intrastate Locomotives and Harborcraft, 13 CCR, section 2299, May 2005). ICF International 13 Chevron Products Company

22 Introduction 1.6. Cases Run Three cases were run which examine the baseline and future scenarios. These are detailed in Table 1-4. Table 1-4: Case descriptions Case Actual Baseline Adjusted Baseline Project Case Description Ships and tugs during and baseline cargo volumes assuming use of 2.5% HFO prior to July 1, 2009 and 0.5% sulfur MDO for ships thereafter. All tugs used ULSD. Baseline cargo volumes assuming ships and tugs in 2016 accounting for ship replacements and regulatory changes that would occur by Fuel is assumed to be 0.1% sulfur MDO for ships and ULSD for tugs. The difference between the project case and this case show the effects of the project only. Project case with permitted conditions with ships and tugs in 2016 accounting for ship replacements and regulatory changes that would occur by Fuel is assumed to be 0.1% sulfur MDO for ships and ULSD for tugs Report Organization The report is organized in the following chapters Chapter 1 This introduction, information on the facility overview, study boundaries and movements and data sources and product designations. Chapter 2 Information on Ocean Going Ships including ship types, characteristics, load factors, emission factors and movements Chapter 3 Information on Barge Movements including barge and tug types, characteristics of tugs and barges, load factors, emission factors, and movements Chapter 4 Information on Escort, Assist and Standby tugs including characteristics, load factors, numbers of each per call, emission factors and movements Chapter 5 Future Assumptions for Ocean Going Ships and Barge Movements Appendix A List of Assumed Tug-Barge matches Appendix B ARB Zero Hour Emission Factors for Tugs and Barges Appendix C Compliance Dates for ARB Harbor Craft Engine Rule ICF International 14 Chevron Products Company

23 Ocean Going Vessels 2. Ocean Going Vessels All ocean going vessels that call on the RLW are tanker ships. Tanker ships are further defined by the cargo they carry and their dead weight ton (DWT) rating. These are described in Table 2-1. Table 2-1: Ship Type Descriptions Ship Type DWT (1000s) Description PanaMax AfraMax SuezMax Product Tankers that carry mostly gas oil but also carry fuel oil and crude. They can travel through the Panama Canal Tankers that carry mostly crude and fuel oil but also carry some gas oil and light products. These ships are the largest crude oil tanker size in the AFRA (Average Freight Rate Assessment) tanker rate system Tankers that carry mostly crude but also may carry cutter. These ships can pass through the Suez Canal in Egypt. Tankers that carry mostly gas oil and light products but can also carry other products. Chemical Tankers that carry mostly light products and lubes. There were 1,170 calls made by tanker ships to the RLW during the baseline period from January 1, 2008 to December 31, 2010 by 217 unique ships. Ship types are further divided by their propulsion engine types which are listed in Table 2-2. Table 2-2: Propulsion Engine Types Engine Type MSD MSD-ED SSD GT-ED ST Description Medium speed diesel engine which drives the propeller through a gearbox Medium speed diesel engine driving a generator. Electric motors drive the propellers Slow speed diesel engine which drives the propeller directly Gas turbine engine which drives a generator. Electric motors drive the propellers Steam turbine engine which drive a generator. Electric motors drive the propellers All propulsion diesel engines for this analysis were Category 3 marine diesel engines which are 30 liters per cylinder or more as determined from Lloyd s data Ship Characteristics Average propulsion and auxiliary power and vessel service speed was determined by matching each ship's IMO number with Lloyds Register of Ships data and then averaging them by ship type based upon calls to the RLW. Table 2-3 provides these average propulsion and auxiliary power and service speed by ship and propulsion engine type. Since both the MSD-ED and the ICF International 15 Chevron Products Company

24 Ocean Going Vessels GT-ED drive generators instead of the propeller, the total power listed for the propulsion engine column includes the power listed in the auxiliary engine column. Ship Type Engine Type Table 2-3: Average Ship Characteristics Propulsion a Engine Power (kw) Auxiliary Service Speed (knots) PanaMax SSD 11,413 2, AfraMax SSD 13,153 2, SuezMax Product Chemical MSD-ED 25,200 3, SSD 16,697 2, ST 22,065 2, GT-ED 9,840 2, SSD 9,174 2, MSD 5,325 2, SSD 7,251 2, a Propulsion Engine power includes auxiliary power for MSD-ED and GT-ED 2.2. Pump Characteristics There are two types of pumps typically used on tanker ships to unload cargo, steam pumps and diesel pumps. The steam pump consists of a steam turbine connected to the pump driven by the auxiliary boiler. The diesel pump consists of a pump driven either by a diesel engine or an electric motor which is powered by a diesel engine. Pumping by gas turbine ships is done with an electric motor which is powered by a gas turbine generator combination. Average pumping rates for the baseline analysis were calculated from data in the STAR database and are listed in Table 2-4. Pumping rates represent total cargo discharged from a ship during a call for the baseline period (2008 to 2010). These were calculated from the total volume discharged and the cumulative time which discharging occurred. Specific gravities were determined from the average ship discharge mix of products using the specific gravities in Table 1-3. Average loading rates were also calculated using data in the STAR database for the baseline analysis. Total dynamic head, pump efficiency and drive efficiency were provided by Chevron. Pumping energy is calculated using the following equation. Where Pumping Energy (kwh) = V x TDH x SG / ( x x PE x DE) V = Volume Pumped in barrels TDH = Total Dynamic Head in meters SG = Specific Gravity PE = Pump Efficiency (%) ICF International 16 Chevron Products Company

25 Ocean Going Vessels Ship Type PanaMax DE = Drive Efficiency (%) barrels per m kwh/m 4 Pumping energy Table 2-4: Average Loading and Discharge Pumping Rates and Pumping Energy Requirements Engine Type SSD Pump Type Average Rates (bbl/hr) Load Discharge Ballast Water (kw) Discharge Pumping (kw) Specific Gravity Total Dynamic Head (m) Pump Efficiency (%) Drive Efficiency (%) Diesel 7,032 6, % 85% Steam - 6, % 95% AfraMax SSD Steam 2,676 15, % 95% SuezMax Product Chemical MSD-ED Steam - 35, , % 95% SSD Steam - 34, , % 95% ST Steam - 29, , % 95% GT-ED GT 8,140 4, % 85% SSD Diesel 4,846 4, % 85% Steam 6,871 4, % 95% MSD Diesel 5,870 2, % 85% SSD Diesel 4,419 3, % 85% Ballast water is necessary for the safe operation of larger vessels to assist with vessel draft, trim, and stability. Almost all large vessels have ballast tanks, pumps, piping and other equipment dedicated to this purpose. The energy used for ballast water pumping, which occurs during loading and discharge of products, is also shown in Table 2-4. This is supplied from the auxiliary engines at berth while loading or discharging products and included in hotelling emissions Auxiliary Boilers Most ships have auxiliary boilers for cargo heating, residual oil fuel heating and other hot water needs. Additionally, on tanker ships that use steam turbines to drive the cargo pumps, steam is provided by the auxiliary boiler. Generally when the propulsion load factor is 20 percent or greater (during high speed transit and cruise), steam is generated using exhaust gas economizers instead of auxiliary boilers. Boiler loads for all modes (except hotelling) were taken from the 2011 Port of Los Angeles inventory. 5 For hotelling loads, the anchorage load was used. This is because the boiler loads given in the Port of Los Angeles inventory document include pumping loads which are calculated separately in this study. Using the Port of Los Angeles boiler loads for hotelling would eliminate pumping calculations discussed above and would also assume that all tanker ships were steam pumpers. This would result in much lower diesel particulate matter (DPM) at 5 Starcrest Consulting Group, Port of Los Angeles Air Emissions Inventory 2011, July 2012 ICF International 17 Chevron Products Company

26 Ocean Going Vessels berth as boilers do not emit DPM. Auxiliary boiler loads used in the analysis are shown in Table 2-5. Cruise High Speed Transit Table 2-5: Auxiliary Boiler Loads for all Ships (kw) Low Speed Transit Maneuvering Hotelling Anchorage Parcel Sizes Parcel size is the average ship cargo volume that is loaded or discharged during a call. Typically a ship will come in with cargo, discharge it and then load new cargo. Some ships don t follow that convention. SuezMax ships as well as PanaMax ships with steam driven pumps typically only come in with crude oil or cutter and leave empty. Parcel sizes during the baseline years were calculated by load and discharge information from the STAR database. Table 2-6 lists average cargo capacity determined from Lloyd s data and parcel sizes determined from the STAR database for the baseline period ( ). Table 2-7 lists the distribution of product by ship type that travels by tanker ship. Table 2-8 shows the distribution of product by ship type as a percentage of each product. Table 2-6: 3 Year Baseline ( ) Calls and Average Ship Capacities and Parcel Sizes Ship Type Engine Type Pump Type Calls PanaMax SSD Average Capacity (bbls) Parcel Sizes (bbls) Load Discharge Diesel ,706 12, ,658 Steam , ,403 AfraMax SSD Steam ,017 85,235 46,565 SuezMax Product Chemical MSD-ED Steam 27 1,326, ,379 SSD Steam 358 1,052, ,614 ST Steam , ,201 GT-ED GT , ,414 49,575 SSD Diesel , , ,477 Steam , ,250 94,296 MSD Diesel 2 98,998 62,517 26,119 SSD Diesel , ,507 20,408 ICF International 18 Chevron Products Company

27 Ocean Going Vessels Ship Type PanaMax Engine Type SSD Table 2-7: 3 Year Baseline Total Cargo Distributions by Ship Type (bbls) Pump Type Load Discharge Fuel Oil Lube Light Prod Crude Cutter Gas Oil Light Prod Diesel 151, ,979,893 - Steam ,790-15,124,534 - AfraMax SSD Steam 4,517, ,045, ,100 SuezMax Product Chemical Ship Type PanaMax MSD-ED Steam ,729, SSD Steam ,008, , ST Steam ,635, GT-ED GT 3,144,869-28,737,851-1,731,114 6,989,129 1,194,765 SSD Diesel 495,892 2,893,324 8,469, , ,395 10,238,953 1,839,258 Steam 706,655-17,329, , ,771 11,352,486 1,039,646 MSD Diesel , ,238 SSD Diesel - 3,557,946 11,417, ,278 2,747,351 Totals 9,016,056 6,451,270 66,079, ,565,000 2,806,472 47,978,273 7,295,359 Engine Type SSD Table 2-8: Baseline Cargo Distributions by Ship Type by Product (%) Pump Type Load Discharge Fuel Oil Lube Light Prod Crude Cutter Gas Oil Light Prod Diesel 1.7% 0.0% 0.0% 0.0% 0.0% 8.3% 0.0% Steam 0.0% 0.0% 0.0% 0.1% 0.0% 31.5% 0.0% AfraMax SSD Steam 50.1% 0.0% 0.0% 0.8% 0.0% 0.0% 5.8% SuezMax Product Chemical MSD-ED Steam 0.0% 0.0% 0.0% 4.3% 0.0% 0.0% 0.0% SSD Steam 0.0% 0.0% 0.0% 81.7% 7.0% 0.0% 0.0% ST Steam 0.0% 0.0% 0.0% 12.7% 0.0% 0.0% 0.0% GT-ED GT 34.9% 0.0% 43.5% 0.0% 61.7% 14.6% 16.4% SSD Diesel 5.5% 44.8% 12.8% 0.2% 3.8% 21.3% 25.2% Steam 7.8% 0.0% 26.2% 0.2% 27.5% 23.7% 14.3% MSD Diesel 0.0% 0.0% 0.2% 0.0% 0.0% 0.0% 0.7% SSD Diesel 0.0% 55.2% 17.3% 0.0% 0.0% 0.6% 37.7% Totals 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 2.5. Average Ship Movements and Anchorage Times Using the San Francisco Marine Exchange data, average distances per call for the various activities were determined and are listed in Table 2-9. The distribution of low speed transit within the HRA attributable to the various legs is shown in Table All high speed transit is in Leg X. High speed transit occurs at 10 knots and low speed transit at 5 knots. ICF International 19 Chevron Products Company

28 Ocean Going Vessels Ship Type Engine Type Table 2-9: Average Distances per Call in Various Modes Distance per Call Outside HRA (nm) Distance per Call Inside HRA (nm) Anchorage Times per Call (hrs) Cruise HS Transit LS Transit HS Transit LS Transit Outside HRA Inside HRA PanaMax SSD AfraMax SSD SuezMax Product Chemical MSD-ED SSD ST GT-ED SSD MSD SSD HS Transit = High speed transit; LS Transit = Low speed transit Table 2-10: Distribution of Low Speed Transit Distances in the Various Legs Ship Type Engine Type Distribution of Low Speed Transit (%) X Y Z - NB Z - SB W PanaMax SSD 49.6% 47.3% 2.7% 0.0% 0.4% AfraMax SSD 37.2% 37.8% 10.4% 14.7% 0.0% MSD-ED 34.8% 27.2% 38.0% 0.0% 0.0% SuezMax Product Chemical SSD 19.7% 69.9% 10.2% 0.2% 0.0% ST 43.6% 50.5% 5.8% 0.0% 0.0% GT-ED 26.9% 57.8% 7.3% 7.3% 0.8% SSD 37.9% 47.7% 5.9% 7.7% 0.8% MSD 31.1% 51.6% 0.0% 0.0% 17.3% SSD 35.6% 50.6% 2.6% 3.9% 7.4% All ship maneuvering was assumed to be at 5 knots and require 80 minutes total (40 minutes each to maneuver into and out of a berth). Average maneuvering times were provided by San Francisco Bar Pilots Hotelling Hotelling occurs when the vessel is at berth. During hotelling, the propulsion engine is turned off. Only the auxiliary engines and boilers run during hotelling. Hotelling times were calculated as the sum of loading time, discharge time and idle time. During idle time the ship is connected and disconnected from the pipelines and other non-pumping activities may occur. Loading, discharge, and idle times for the baseline period were determined from the STAR database ICF International 20 Chevron Products Company

29 Ocean Going Vessels because it provided more accurate data than the Marine Exchange data. 6 Average loading, discharge and idle times are shown in Table 2-11 for the baseline period. Hotelling time is equal to the sum of loading, discharge and idle time. Table 2-11: Average Loading, Discharge and Idle Times per Call for the Baseline Period (hours) Ship Type PanaMax Engine Type SSD Pump Type Loading Discharge Idle Hotelling Diesel Steam AfraMax SSD Steam SuezMax Product Chemical MSD-ED Steam SSD Steam ST Steam GT-ED GT SSD 2.7. Emissions Calculations Diesel Steam MSD Diesel SSD Diesel The current practice to calculate emissions from ocean going vessels is to use energy-based emission factors together with activity profiles. Using this information, emissions per ship call and mode can be determined using the equation below. E = P x LF x A x EF x LLAF Where E = Emissions (grams [g]) P = Maximum Continuous Rating Power (kilowatts [kw]) LF = Load Factor (percent of vessel s total power) A = Activity (hours [h]) EF = Emission Factor (grams per kilowatt-hour [g/kwh]) LLAF = Low Load Adjustment Factor applied if LF < 20% Emissions were calculated by ship type using the power shown in Table 2-3. Activity in hours for transit was determined by dividing the distances in Table 2-9 by the corresponding speeds. Emissions were calculated separately for each mode for propulsion engines, auxiliary engines and auxiliary boilers. The following subsections describe load factors and emission factors used. 6 While total hotelling time calculated using Marine Exchange data would not exactly match that from the STAR database, values are generally close. ICF International 21 Chevron Products Company

30 Ocean Going Vessels Load Factors Load factors are expressed as a percent of the vessel s total propulsion or auxiliary power. At service or cruise speed, the propulsion load factor is 82.5 percent. 7 At lower speeds, the Propeller Law should be used to estimate ship propulsion loads, based on the theory that propulsion power varies by the cube of speed as shown in the equation below. Where LF = Load Factor (percent) AS = Actual Speed (knots) MS = Maximum Speed (knots) LF = (AS/MS) 3 Maximum speed was calculated from the service speed, which was determined from the Lloyds Register of Ships data. Based upon the load factor of 82.5 percent at service speed, service speed was calculated from the above formula as 93.8 percent of maximum speed. Auxiliary engine load factors were calculated from the 2011 Port of Long Beach inventory 8 based upon auxiliary loads in various modes and the total auxiliary engine power. Auxiliary load factors used for the model are listed in Table Table 2-12: Auxiliary Engine Load Factors Ship Type Cruise HS Transit LS Transit Maneuver Hotel Anchor PanaMax AfraMax SuezMax Product Chemical Fuels Used As of July 1, 2009, all ships entering California ports were required to use marine diesel oil with a sulfur content of 0.5 percent or marine gas oil with a sulfur content of 1.5 percent. 9 Exemptions in the rules allowed 10 percent of auxiliary boilers to continue to operate on heavy fuel oil after July 1, For the baseline, 0.5 percent sulfur marine diesel oil was used for all calculations, except auxiliary boiler calculations which used 90 percent 0.5 percent sulfur marine diesel oil and 10 percent 2.5 percent sulfur heavy fuel oil. Starting January 1, 2014, all ship engines and boilers must use marine diesel oil with a sulfur content of 0.1 percent. 7 California Air Resources Board, Emissions Estimation Methodology for Ocean-Going Vessels, May Starcrest Consulting Group, Port of Long Beach Air Emissions Inventory 2011, July California Air Resources Board, Fuel Sulfur and Other Operational Requirements for Ocean-Going Vessels Within California Waters and 24 Nautical Miles of the California Baseline, 13 CCR, section , October ICF International 22 Chevron Products Company

31 Ocean Going Vessels Emission Factors Emission factors were taken from the ARB ocean-going vessel emissions estimation methodology 7. Propulsion engine emission factors used in the model are shown in Table NOx emission factors shown in Table 2-13 represent Tier 0 engines. Only NOx emissions are affected by International Maritime Organization (IMO) emission tiers. Table 2-13: Propulsion Engine Emission Factors (g/kwh) Fuel Sulfur Engine NOx PM10 PM2.5 CO ROG SOx CO2 BSFC HFO 2.5% MDO 0.5% MDO 0.1% MSD SSD GT ST MSD SSD GT ST MSD SSD For calculating propulsion engine emissions for MSD-ED and GT-ED, the auxiliary engine power should be subtracted off the propulsion engine power before applying load factors and emission factors. This is because in those vessels, the propellers are driven by electric motors and the engines drive only generators. Emission factors are considered to be constant down to about 20 percent load. Below that threshold, emission factors tend to increase as the load decreases. This trend results because diesel engines are less efficient at low loads and the brake specific fuel consumption (BSFC) tends to increase. Thus, while mass emissions (grams per hour) decrease with low loads, the engine power tends to decrease more quickly, thereby increasing the emission factor (grams per engine power) as load decreases. Low load adjustment factors were taken from the 2011 Port of Los Angeles Emissions Inventory 10 and are shown in Table Low load adjustment factors are only applied to diesel engines. In addition, it is not applied to ships with electric drive propulsion like the SuezMax MSD-ED ships as these ships have multiple engines which can be turned off to maximize efficiency. The adjustment factor was multiplied by the emission factor to determine emissions when the propulsion load factor was less than 20 percent. These should not be applied to auxiliary engine emission factors as auxiliary engines are operated in banks and one or more engines can be shut down to maximize efficiency. 10 Starcrest Consulting Group, Port of Los Angeles Air Emissions Inventory 2011, July 2012 ICF International 23 Chevron Products Company