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

32 Ocean Going Vessels Table 2-14: Low Load Adjustment Factors Load NOx PM CO ROG SO2 CO2 2% % % % % % % % % % % % % % % % % % % Auxiliary engine emission factors also came from the ARB ocean-going vessel emissions estimation methodology. NOx emissions shown in the table below represent Tier 0 engines. Emission factors for auxiliary engines are listed in Table Table 2-15: Auxiliary Engine Emission Factors (g/kwh) Fuel Sulfur NOx PM10 PM2.5 CO ROG SOx CO2 BSFC HFO 2.5% MDO 0.5% MDO 0.1% All auxiliary engines on ocean going vessels in this study are Category 2 marine diesel engines (7 to 30 liters per cylinder) and fall under IMO rules. This is because the U.S. Environmental Protection Agency (EPA) considers auxiliary engines on ocean going vessels as foreign engines ICF International 24 Chevron Products Company

33 Ocean Going Vessels (even on U.S. flag ships). 11 However, engines in MSD-ED, GT-ED and ST propulsion engine ships use those same engines as auxiliaries. Propulsion engine emission factors are used on those ships when calculating emissions for auxiliary engines. Auxiliary boiler emission factors used in the model are provided in Table These were developed from the 2011 Port of Los Angeles Inventory. 12 For ships with ST propulsion, the same boilers that provide steam for the propulsion steam turbines also supply steam for cargo heating and pumping. Thus for these ships, the ST propulsion emission factors were used to calculate auxiliary boiler emissions. Table 2-16: Auxiliary Boiler Emission Factors (g/kwh) Fuel Sulfur NOx PM10 PM2.5 CO ROG SOx CO2 BSFC HFO 2.7% MDO 0.5% MDO 0.1% The International Maritime Organization (IMO) adopted NOx limits in Annex VI to the International Convention for Prevention of Pollution from Ships in These NOx limits apply for all marine engines over 130 kilowatts (kw) for engines built on or after January 1, 2000, including those that underwent a major rebuild after January 1, In addition, further IMO NOx limits were introduced with the adoption of the North American Emission Control Area on March Most manufacturers build engines to emit well below the standard. EPA determined the effect of the Tier 1 IMO standard to be a reduction in NOx emissions of 11 percent below engines built before Tier 2 beginning in 2012 is a 20 percent reduction from Tier 1 NOx levels. Tier 3 beginning in 2016 is an 80 percent reduction from Tier 1 NOx levels. Since these standards only apply to diesel engines, these reductions are not applied to either steam turbines or gas turbines. NOx emission factors used in the model by fuel and emission tier are shown in Table These NOx emission factors should be used for ships that do not have Tier 0 engines. Emission tier percentages by ship type used in baseline calculations are shown in Table U.S. Environmental Protection Agency, Control of Emissions of Air Pollution From Locomotive Engines and Marine Compression-Ignition Engines Less Than 30 Liters per Cylinder, Federal Register, Vol. 73, No. 126, Starcrest Consulting Group, Port of Los Angeles Air Emissions Inventory 2011, July Conversation with Michael Samulski of EPA, May ICF International 25 Chevron Products Company

34 Ocean Going Vessels Table 2-17: NOx Emission Factors (g/kwh) Fuel Type HFO MDO Build Years Emission Tier NOx EF (g/kwh) MSD SSD Auxiliary Pre Pre Table 2-18: Baseline Emission Tier Distribution by Ship Type Ship Type Engine Type Tier 0 Tier 1 PanaMax SSD 5.2% 94.8% AfraMax SSD 9.6% 90.4% SuezMax Product Chemical 2.8. Age Weighted Emission Factors MSD-ED 0.0% 100.0% SSD 80.3% 19.7% ST 100.0% 0.0% GT-ED 100.0% 0.0% SSD 54.0% 46.0% MSD 0.0% 100.0% SSD 16.8% 83.2% The calculation of age weighted emission factors for diesel-fueled engines on tanker ships for use in both the CEQA baseline year (2011) and first year of project emissions (2016), as well as in health risk assessment calculations, required the consideration of several factors, including: (1) the implementation of marine diesel engine emission standards either by applicantcommitted project design or U.S. EPA regulatory timetables; (2) California ARB requirements 14 for switching to lower sulfur fuel within 24 nautical miles of the California coastline; (3) age sensitivity factors published by the California Office of Environmental Health Hazard Assessment (OEHHA) 15 for the calculation of weighted emission factors for cancer risk input; and (4) fleet turnover assumptions. Cancer risk from exposures to known or probable carcinogens is defined as the probability (chance) of developing cancer as a result of exposure to these substances, typically expressed 14 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 California OEHHA, Technical Support Document for Cancer Potency Factors, May ICF International 26 Chevron Products Company

35 Ocean Going Vessels as the chances in one million over a specified averaging time. In accordance with Bay Area Air Quality Management District (BAAQMD) guidance, 16 this averaging period is taken to be over an assumed 70-year lifetime period. Cancer risk due to air emissions is calculated from exposures through direct inhalation and other environmental pathways from deposition of particulate air contaminants through dispersion model predictions of ambient concentrations. Therefore, the emissions input for cancer risk modeling must account for variable emissions over a 70-year period resulting from planned ship replacements, as well as the retirement of ships, with lower-emitting higher tier engines over time. This emissions input must also account for varying age sensitivities and fuel types over time. Similar calculations for adult worker exposure to cancer risk must also be done. In accordance with BAAQMD guidance 16, this averaging period is taken to be over an assumed 40-year working lifetime period assuming the worker starts as an adult. Cancer risk due to air emissions is calculated from exposures through direct inhalation and other environmental pathways from deposition of particulate air contaminants through dispersion model predictions of ambient concentrations. To calculate the 70 year risk weighted emission factor, the following considerations are taken into account as per BAAQMD guidance 16. During the first two years, the unweighted emission factor is multiplied by an age sensitivity factor of 10 and a year weighting of The extra 0.25 years cover the third trimester of pregnancy. This represents the risk to infants. During the next twelve years, the unweighted emission factor is multiplied by an age sensitivity factor of 3 and a year weighting of 12. This represents the risk to juveniles. During the remaining 54 years, the unweighted emission factor is multiplied by an age sensitivity factor of 1 and a year weighting of 54 years. This represents the risk to adults. The sum of the weighted emissions over the year period are then divided by 70 years to get the average age weighted individual emission factor. For the 40 year risk weighted emission factor, the unweighted emission factor is multiplied by 1 and a year weighting of 40 years. It is then divided by 40 years to get the average age weighted worker emission factor. Diesel Propulsion, Auxiliary and Auxiliary Boiler Emissions For diesel propulsion, auxiliary and auxiliary boiler emissions, the only change in PM 10 and ROG emission factors results from fuel sulfur requirements starting in Prior to 2014, PM 10 emission factors are based upon use of 0.5 percent sulfur marine diesel oil. From 2014 on, Bay Area Air Quality Management District, BAAQMD Air Toxics NSR Program Health Risk Screening Analysis (HRSA) Guidelines, January ICF International 27 Chevron Products Company

36 Ocean Going Vessels percent sulfur marine diesel oil is used. Normal fleet turnover (replacing an older ship with a new ship exactly the same) will not change PM 10 emissions as these are regulated by IMO and there is no IMO standard for PM. PM control under IMO regulations occurs from fuel sulfur limits only. This is true even for U.S. flagged ocean going vessels that have category 2 auxiliary engines. Auxiliary engines on ocean going vessels with Category 3 propulsion engines are exempt from U.S. EPA category 2 engine emission standards and are only subject to IMO standards. 17 Age weighted emission factors for the actual baseline case are shown in Table ROG is only important in non-internal combustion engines for determining cancer risk. Ship Replacements Table 2-19: Age Weighted Emission Factors for HRA (g/kwh) Source Term PM10 ROG SSD Propulsion MSD Propulsion Diesel Auxiliary Auxiliary Boiler 70 year year year year year year year year Because normal fleet turnover does not affect PM 10 or ROG emissions (due to newer ships replacing older ships), it also does not affect the age weighted emission factors shown in Table This is because IMO regulations which govern ship emissions do not regulate either PM 10 or ROG. Only fuel changes affect age weighted emission factors from normal fleet turnover. However, replacing one kind of ship with another (like replacing a steam turbine with a diesel engine) will affect age weighted emissions. There are three known ship replacements which require additional calculations. These include: Chevron SuezMax ships are being retired in 2014 and replaced with more powerful versions. The increase in propulsion and auxiliary power result in emission increases. Chevron SuezMax ship propulsion engines increase in size from 15.4 MW to 18.7 MW while auxiliary engines decrease from 2.9 MW to 2.8 MW. Steam Turbine SuezMax ships are being replaced in 2014 with diesel AfraMax ships. 17 U.S. Environmental Protection Agency, Exemptions for migratory vessels and auxiliary engines on Category 3 vessels, Code of Federal Regulations, Title 40, Section , ICF International 28 Chevron Products Company

37 Ocean Going Vessels Chevron Gas Turbine Product ships were phased out in 2010 and Cargo carried by these ships in the baseline are being carried by existing Chevron Diesel Product ships. To calculate the resulting age weighted emissions that result from these ship replacements for the actual baseline in the 70 and 40 year timeframes, emissions are calculated for the existing ship and the replacement ship and applied during the various timeframes when the actual replacement will happen. Total age weighted emissions for the various modes for the Chevron SuezMax ships are shown in Table Total emissions for various modes are shown for the Steam Turbine ships in Table 2-21 and the Gas Turbine ships in Table It is assumed that all these ships are already replaced for the adjusted baseline and maximum project cases. Table 2-20: Age-Weighted Emissions for Chevron SuezMax Ships (tons) Mode HS Transit LS Transit Maneuvering At Berth Term Propulsion Diesel PM10 Auxiliary Boiler PM10 Boiler ROG 70 yr yr yr yr yr yr yr yr Table 2-21: Age Weighted Emissions for Steam Turbine SuezMax Ships (tons) Mode Term Diesel PM10 Boiler PM10 Boiler ROG High Speed Transit 70 year year Low Speed Transit 70 year year Maneuvering 70 year year At Berth 70 year year ICF International 29 Chevron Products Company

38 Ocean Going Vessels Table 2-22: Age Weighted Emissions for Gas Turbine Product Ships (tons) Mode Term Diesel PM10 High Speed Transit Low Speed Transit Anchorage Maneuvering At Berth Boiler/GT PM10 Boiler/GT ROG 70 year year year year year year year year year year ICF International 30 Chevron Products Company

39 3. Barge Movements There are four separate classes of tanker barges defined in the model. All barges are nonpropelled and are pushed by tug boats. One tug pushes one barge within the Bay. Tanker barges have auxiliary engines which run the pumps for offloading products Barge and Tug Characteristics Barges found in the marine exchange data were researched to obtain cargo capacity, ownership and the typical tug that would push that barge. Assumed tug-barge matches are shown in Appendix A. Using that data, average tug and barge characteristics were determined and are shown in Table 3-1. BARGE1D is essentially all FDH barges which are exclusively used by Chevron. Of the 396 three year baseline calls by BARGE1D vessels, 393 were FDH barges. Therefore BARGE1D is assumed to be FDH barges for the purpose of the model. BARGE2D is broken into BARGE2DA and BARGE2DB as BARGE2DA represents BARGE2D pushed by tugs with high speed diesel engines and BARGE2DB represents BARGE2D pushed by tugs with medium speed diesel engines. All tugs are assumed to have two propulsion and two auxiliary engines with the total power for both engines shown in the table. Barge Type Barge Build Date Table 3-1: Average Baseline Barge and Tug Characteristics Barge Auxiliary (kw) Tug Hull Build Date Propulsion Tug Power (kw) Auxiliary Service Speed (knots) BARGE1D , BARGE2DA , BARGE2DB , BARGE3D , BARGE4D , Pump Characteristics All pumps on barges are diesel engine driven. 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 (%) DE = Drive Efficiency (%) barrels per m kwh/m 4 Pumping energy ICF International 31 Chevron Products Company

40 Barge Movements Average pumping rates for the baseline analysis were determined from the STAR database and are listed in Table 3-2. 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 determined from the STAR database for the baseline analysis. Table 3-2: Average Barge Loading and Discharge Pumping Rates and Pumping Energy Requirements Barge Type Average Rates (bbl/hr) Load Discharge Discharge Pumping (kw) Specific Gravity Total Dynamic Head (m) Pump Efficiency (%) Drive Efficiency (%) BARGE1D 2,227 1, % 85% BARGE2DA 4,546 3, % 85% BARGE2DB 4,144 3, % 85% BARGE3D 5, % 85% BARGE4D 4, % 85% 3.3. Parcel Sizes Parcel size is the average barge cargo volume that is used during a call. Parcel sizes are broken down by load and discharge at the RLW. Typically a barge will come in with cargo, discharge it and then load new cargo. BARGE4D typically only leave with light products and come in empty. Table 3-3 lists average cargo capacity and parcel sizes calculated for the baseline years using data from the STAR database. Table 3-4 lists the distribution of product by barge type that travels by barges. Table 3-5 lists the distribution of product by barge type. Table 3-3: 3 Year Baseline Calls and Average Barge Capacities and Parcel Sizes Average Parcel Sizes (bbls) Barge Type Calls Capacity (bbls) Load Discharge BARGE1D ,862 25, BARGE2DA ,391 74,488 6,508 BARGE2DB ,960 57,894 14,082 BARGE3D , ,071 1,459 BARGE4D 5 178,000 89,242 - ICF International 32 Chevron Products Company

41 Barge Movements Barge Type Table 3-4: 3 Year Baseline Total Cargo Distributions by Barge Type (bbls) Load Volumes (bbls) Discharge Volumes (bbls) Fuel Oil Lube Light Prod Cutter Gas Oil Light Prod BARGE1D 9,789, , , ,058 - BARGE2DA 6,094, ,641 15,497, , , ,995 BARGE2DB 1,160,996 7,222,590 5,337,262-3,005, ,839 BARGE3D - - 2,262, ,809 BARGE4D , Total 17,044,944 7,455,230 23,710, ,028 4,143,746 1,026,644 Barge Type Table 3-5: Baseline Cargo Distributions by Barge Type by Product (%) Load Volumes (bbls) Discharge Volumes (bbls) Fuel Oil Lube Light Prod Cutter Gas Oil Light Prod BARGE1D 57.4% 0.0% 0.7% 32.6% 3.6% 0.0% BARGE2DA 35.8% 3.1% 65.4% 67.4% 23.8% 65.3% BARGE2DB 6.8% 96.9% 22.5% 0.0% 72.5% 32.3% BARGE3D 0.0% 0.0% 9.5% 0.0% 0.0% 2.4% BARGE4D 0.0% 0.0% 1.9% 0.0% 0.0% 0.0% Total 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 3.4. Average Barge 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 3-6. The distribution of low speed transit within the HRA attributable to the various legs is shown in Table 3-7. All high speed transit is in Leg X. All tugs stay with the barges except for BARGE1D. For BARGE1D, when the barge arrives at the RLW, the tug leaves and returns to Point Blunt. When the barge is ready to leave, the tug returns to the RLW from Point Blunt. These are referred to as light trips. High speed transit and light trips occur at 8 knots while low speed transit occurs at 5 knots. ICF International 33 Chevron Products Company

42 Barge Movements Barge Type Table 3-6: Average Distances per Call in Various Modes Distance per Call Outside HRA (nm) Cruise HS Transit LS Transit Distance per Call Inside HRA (nm) HS Transit LS Transit Light Trips Anchorage Times per Call (hrs) Outside HRA BARGE1D BARGE2DA Inside HRA BARGE2DB BARGE3D BARGE4D HS Transit = High speed transit; LS Transit = Low speed transit Barge Type Table 3-7: Distribution of Low Speed Transit and Light Trip Distances in the Various Legs Distribution of Low Speed Transit (%) Light Trips (%) X Y Z - NB Z - SB W X Y BARGE1D 0.1% 12.0% 26.0% 26.0% 35.9% 58.5% 41.5% BARGE2DA 0.5% 56.0% 18.5% 7.9% 17.1% - - BARGE2DB 8.0% 56.1% 10.4% 11.8% 13.8% - - BARGE3D 37.7% 49.8% 3.5% 4.3% 4.8% - - BARGE4D 28.9% 35.8% 35.2% 0.0% 0.0% - - All maneuvering was assumed to be at 5 knots and take 80 minutes total (40 minutes each to maneuver into and out of a berth). For BARGE1D, an additional 20 minutes (10 minutes additional each to maneuver into and out of a berth) was added to account for berthing at berths 9 and 11. Average maneuvering times were provided by San Francisco Bar Pilots Hotelling Hotelling occurs when the barge is at berth. During hotelling, the tug propulsion engine is turned off. Only the tug auxiliary engines and barge auxiliary engines run during hotelling. Hotelling times were calculated as the sum of loading time, discharge time and idle time. During idle time the barge 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 for the baseline period. Average loading, discharge and idle times are shown in Table 3-8 for the baseline period. Hotelling time is equal to the sum of loading, discharge and idle time. ICF International 34 Chevron Products Company

43 Barge Movements Table 3-8: Average Loading, Discharge and Idle Times per Call for the Baseline Period (hours) 3.6. Emissions Calculations Barge Type Loading Discharge Idle BARGE1D BARGE2DA BARGE2DB BARGE3D BARGE4D The current practice to calculate emissions from harbor craft (barges and tugs) is to use energybased emission factors together with activity profiles. Using this information, emissions per barge call and mode can be determined using the equation below. E = P x LF x A x EF 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]) Emissions were calculated by barge type using the power shown in Table 3-1. Activity in hours for transit was determined by dividing the distances in Table 3-6 by the corresponding speeds. Emissions were calculated separately in each mode for propulsion engines, auxiliary engines and barge auxiliary engines. The following subsections describe load factors and emission factors used. Load Factors Tugboat propulsion engine and auxiliary engine load factors from the 2011 Port of Los Angeles Emissions Inventory 18 were used in the model for all modes of operation. They are listed in Table 3-9. Table 3-9: Engine Load Factors for Tugs Pushing Barges Propulsion Auxiliary Starcrest Consulting Group, Port of Los Angeles Air Emissions Inventory 2011, July 2012 ICF International 35 Chevron Products Company

44 Barge Movements Fuels Used 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. Therefore all calculations for tugs and barges assumed the use of ULSD. Emission Factors Emission factors used in the model are those given in the ARB Commercial Harbor Craft guidance document. 19 The guidance document provides zero hour emission factors by horsepower bin. These are defined as emission rates for an engine that is brand new. Zero hour emission factors can be found in Appendix B. Fuel correction factors are then applied to correct the emission factors for the use of ULSD. Finally deterioration factors are applied to compensate for engine wear (see Appendix B). The guidance suggests that a tug or barge at the end of its useful life could have NOx, PM, HC, and CO emission factors that are 21%, 67%, 44% and 25%, respectively, higher than the zero hour values. Since the harbor craft guidance came out, ARB has revised its methodology to cap deterioration at 12,000 hours of operation. 20 This is because ARB found, in discussions with stakeholders and the industry, that diesel engines are rebuilt after 12,000 hours of use. ARB has thus modified the diesel emission factor deterioration in the OFFROAD2007 model to cap it at 12,000 hours. As a result, once an engine s cumulative hours equals 12,000 hours, the deteriorated emission factor is assumed to be constant after that. This methodology is further discussed in the construction and mining equipment inventory guidance document. 21 Fuel correction factors are used to account for the use of a cleaner diesel fuel than assumed in the zero hour emission factors. 22 They provide a NOx benefit of 7 percent and a PM benefit of 20 percent due to the lower aromatic content of California diesel fuel. In addition, engines certified using federal off-road diesel fuel receive an additional 5 percent PM benefit due to the lower sulfur content of California diesel fuel. A 28 percent ROG benefit for all diesel engines is applied to all diesel powered engines beginning with the 1994 calendar year. Starting in 2007 when ULSD is required, an additional 4 percent PM benefit is applied to all engines not certified on this fuel. Fuel correction factors are shown in Table California Air Resources Board, Emissions Estimation Methodology for Commercial Harbor Craft Operating in California, Discussion with Nicole Dolney of ARB, March 25, California Air Resources Board, Offroad Diesel Equipment Emissions Inventory Methodology and Results, California Air Resources Board, Off-road Exhaust Emissions Inventory Fuel Correction Factors, ICF International 36 Chevron Products Company

45 Barge Movements Table 3-10: Fuel Correction Factors Calendar Year kw Range Model Years NOx PM Pre Pre Pre All Engine deterioration factors are based upon the useful life of engines. Engine rebuilds are accounted for in the deterioration rate cap at 12,000 hours. Deterioration occurs at different rates for each pollutant. Table 3-11 shows the useful life, average California operational hours per year and the deterioration cap age (calculated by dividing 12,000 hours by average operational hours per year). For barge auxiliary engines that drive the discharge pumps, ARB provides guidance on useful life 19,23 but does not provide operational hour data. As a conservative assumption, emission deterioration for these engines are capped at half the useful life. ARB defines useful life as the age when 50 percent of engines retire from the fleet and 100 percent of engines are assumed to retire at the age of two useful lives. 23 Table 3-11: Useful Life, Annual Operational Hours and Deterioration Caps Source Useful Life (yrs) Annual Operational Hours (hrs) Deterioration Cap (yrs) Tug Propulsion Engine 21 2, Tug Auxiliary Engine 23 2, Barge Auxiliary Engine Lloyd s data only lists the hull build date for tugs and barges. Consequently, the model years for the tug and barge engines have to be estimated. The ARB harbor craft engine replacement rule 24 and the EPA marine engine rebuild rule 25 were used in determining engine model years for use in the model. Compliance dates for the ARB harbor craft engine replacement rules are shown in Appendix C. Stated simply, these rules are as follows: 23 California Air Resources Board, Updates on the Emissions Inventory for Commercial Harbor Craft Operating in California, California Air Resources Board, Amendments to the Regulations to Reduce Emissions from Diesel Engines on Commercial Harbor Craft Operated Within California Waters and 24 Nautical Miles of the California Baseline, California Code of Regulations, Title 17, section , June U.S. Environmental Protection Agency, Control of Emissions of Air Pollution From Locomotive Engines and Marine Compression-Ignition Engines Less Than 30 Liters per Cylinder, Federal Register, Vol. 73, No. 126, June 30, 2008 ICF International 37 Chevron Products Company

46 Barge Movements 1. EPA's marine engine rebuild rule requires when a Tier 0 engine over 600 kw is rebuilt and a Tier 1 retrofit kit is available, it must be used. Generally these kits are available for medium speed category 2 engines like those in BARGE1D, BARGE2DB, BARGE3D and BARGE4D tugs. 2. ARB harbor craft replacement rule requires tugs of a certain age to be replaced by a Tier 2 or Tier 3 engine at a certain time based upon engine model year. However, the ARB harbor craft engine replacement rule allows delaying compliance if a Tier 1 kit is used in a Tier 0 engine before It is assumed that the tug engines are first replaced at the useful life of the engine. For BARGE1D and BARGE2DB, that is 1997 for the propulsion engine and 1999 for the auxiliary engine based upon a hull date of 1976 and ARB useful lives of 21 years for the propulsion engines and 23 years for the auxiliary engines. The model assumes that tug and barge operators use the least cost option of the ARB harbor craft rule. This assumes that any Tier 0 propulsion engine like those in the BARGE1D and BARGE2DB are rebuilt with the Tier 1 retrofit kit prior to the 2008 requirement. This allows delaying replacing the tug engines with Tier 3 engines until 2022 instead of 2015 if the kit was not used. The last year of Tier 1 standards is 2003 so that model year is used for computing emissions for the BARGE1D and BARGE2DB propulsion engines. The auxiliary engines on those tugs are less than 600 kw so they remain Tier 0 with a 1999 model year. All other barge categories are pushed by tugs with hull dates that would indicate they are already Tier 1 or Tier 2 and have not reached their useful life or required to be replaced under the ARB harbor craft rule. Table 3-12 gives the tug engine model years used in the model for the baseline period. Table 3-12: Baseline Tug Engine Model Year Estimates Barge Type Tug Hull Build Date Tug Engine Model Year Propulsion Auxiliary BARGE1D BARGE2DA BARGE2DB BARGE3D BARGE4D Tug propulsion engine emission factors for tugs that push the four barge types are shown in Table Tug auxiliary engine emission factors are shown in Table Barge auxiliary engine emission factors are shown in Table These factors incorporate the fuel correction factors and deterioration factors discussed above. It should be noted that the ARB harbor craft rule compliance dates for the tug propulsion engines occur after 2016 (future) while for BARGE1D and BARGE2DB, compliance dates for the ARB rule occur in Barge engine model years are assumed the same as the barge build date given in the Lloyds data. Again, ARB rule compliance dates for barge auxiliary engines occur after Future (2016) ICF International 38 Chevron Products Company

47 Barge Movements emission factors are used for both the adjusted baseline and the future cases while baseline values are used for the actual baseline case. Table 3-13: Tug Propulsion Engine Emission Factors (g/kwh) BARGE Analysis Engine MY NOx PM10 PM2.5 CO ROG SOx CO2 BSFC BARGE1D BARGE2DA BARGE2DB BARGE3D BARGE4D Baseline Future Baseline Future Baseline Future Baseline Future Baseline Future Table 3-14: Tug Auxiliary Engine Emission Factors (g/kwh) BARGE Analysis Engine MY NOx PM10 PM2.5 CO ROG SOx CO2 BSFC BARGE1D BARGE2DA BARGE2DB BARGE3D BARGE4D Baseline Future Baseline Future Baseline Future Baseline Future Baseline Future ICF International 39 Chevron Products Company

48 Barge Movements Table 3-15: Barge Auxiliary Engine Emission Factors (g/kwh) BARGE Analysis Build NOx PM10 PM2.5 CO ROG SOx CO2 BSFC BARGE1D BARGE2DA BARGE2DB BARGE3D BARGE4D Baseline Future Baseline Future Baseline Future Baseline Future Baseline Future Age Weighted Emission Factors The calculation of age weighted emission factors for diesel-fueled engines on tugs and barges for the actual baseline as well as in health risk assessment calculations required the consideration of several factors, including: (1) the ARB harbor craft engine rule, (2) fleet turnover based upon the useful life and (3) the emissions deterioration caps. There was no known fuel change during the 40 year or 70 year period. During the 40 and 70 year periods, the compliance date in the ARB harbor craft engine rule was the first change which required a Tier 3 engine replacement. This would be the case even if the compliance date occurred after Tier 4 emission standards were required for new engines as the ARB rule only requires Tier 3 engine replacements in existing tugs and barges. This is backed up by the EPA engine replacement rule 26 which allows for sale of same tier emission standard engines when replacing lower tier engines in existing marine vessels. The next replacements happened after one useful lifetime after the compliance date at which time Tier 4 engine replacements were assumed for propulsion engines. There is no Tier 4 standard for auxiliary engine sizes. Age weighted emission factors for the actual baseline case are shown in Table Since tugs do not have boilers there is no age weighted ROG. 26 U.S. Environmental Protection Agency, What are the provisions for exempting new replacement engines? Code of Federal Regulations, Title 40, Section , July ICF International 40 Chevron Products Company

49 Barge Movements Table 3-16: Age Weighted DPM Emission Factors for HRA (g/kwh) Barge Type BARGE1D BARGE2DA BARGE2DB BARGE3D BARGE4D Term Tug Prop Tug Aux Barge Aux 70 year year year year year year year year year year ICF International 41 Chevron Products Company

50 4. Escort, Assist and Standby Tugs According to the California Code of Regulations 27, all tank vessels carrying 5000 long tons or more (32,240 bbls) of oil must be escorted within San Francisco Bay. The number of escort tugs are matched to tanker ships based upon the tanker's displacement and the braking force of the tugs. Tankers with dual hulls and fully redundant steering and propulsion systems are exempt. Escort tugs follow the ship or barge from when they enter San Francisco Bay (at Point Bonita) to when they leave. When a ship or barge stops at a port or anchorage, the escort tugs will leave the ship or barge and return to Point Blunt on Angel Island. It is assumed in the model that all escort tugs originate at Point Blunt. The escort tug will make light trips from Point Blunt to pick up the ship, back to Point Blunt when they stop at a port or anchorage and from Point Blunt again to pick up the ship when it leaves the port or anchorage. In addition, tugs are needed to help ships and barges into and out of the RLW. These assist tugs are matched to the ship based upon its size. It is assumed that these assist tugs also originate at Point Blunt, meet the ship or barge at the beginning of the maneuvering zone and assist it into the RLW. Once the ship is in berth, the assist tug leaves and returns to Point Blunt. A similar procedure occurs when the ship or barge leaves the RLW. In addition to the escort, assist, and barge tugs coming and going from the RLW, the Coast Guard requires that a stand-by tug be present in case of emergency. It is stationed at Berth A anytime one or more ships or barges are at berth. It is assumed that this tug is in hotelling mode while at the berth (auxiliary engines on, propulsion engine off) Escort Tugs Escort tugs stay with the ship or barge when they are moving. When a ship or barge comes into San Francisco Bay from the open ocean, the escort tug picks up the ship or barge at Point Bonita. Therefore the escort tug will stay with the ship or barge during the high and low speed transits and maneuvering. Whenever the ship or barge stops at an anchorage or port, the escort tug will leave the vessel and return light to Point Blunt. When the ship or barge leaves the anchorage or port, the escort tug will come from Point Blunt light and meet the vessel. Light trips are assumed to occur at 8 knots. Escort tug speeds while escorting a vessel is assumed to be the same speed at the vessel it is escorting. The ship operator charters tugs to escort their ships. There are several tug companies that operate in San Francisco Bay that provide escort tugs and each ship operator may use a different tug company to provide escort tugs. As a result, two representative escort tugs were found based upon an article in Professional Mariner. 28 These two tugs were chosen to represent a smaller tug which would escort or assist BARGE1D and BARGE2D and a larger tug which would escort or assist all other vessels. Vessel characteristics for the two chosen tugs 27 California Code of Regulations, Tank Vessel Escort Regulations for the San Francisco Bay Region, Title 14, Subdivision 4, Chapter 4, Subchapter 1, Sections to , September Professional Mariner, Baydelta Marine: It's all about the kips, Issue 142, Dec/Jan ICF International 42 Chevron Products Company

51 Escort, Assist and Standby Tugs are shown in Table 4-1. Both tugs have two propulsion and two auxiliary engines with the power shown being total power for the two engines. Table 4-1: Escort, Assist and Stand-by Tug Characteristics Tug Size Build Propulsion (kw) Auxiliary (kw) Service Speed (kts) Small , Large , Based on Harbor Safety Committee guidelines 29, the escort to ship ratios shown in Table 4-2 were used in the model. These were confirmed by Chevron Shipping. Generally some ships are not escorted, either due to the fact that they have less than 5000 long tons of oil in cargo or they meet the exemption. Barges are assumed escorted by the tug that pushes them except for BARGE3D which had an extra escort tug half the time. Table 4-2: Escort to Ship ratios Ship Engine Escort Tugs PanaMax Diesel 0.70 AfraMax Diesel 0.85 SuezMax Product Diesel 0.55 Steam 0.55 Diesel 0.70 GT 0.70 Chemical Diesel 0.70 BARGE1D Diesel 0.00 BARGE2D Diesel 0.00 BARGE3D Diesel 0.50 BARGE4D Diesel 0.00 In addition to the ship or barge transit where the escort tug is escorting, there are light trips from when the ship or barge anchors or stops at a port to and from Point Blunt. A light trip is when the tug leaves the ship or barge it is escorting and returns to the Point Blunt or returns to the ship or barge from Point Blunt when the ship or barge is ready to leave. Light trip distances are shown in Table 4-3 by ship type and the distribution of light trips in the HRA among route legs is shown in Table Tanker Escort Regulations can be found on the SF Marine Exchange website: ICF International 43 Chevron Products Company

52 Escort, Assist and Standby Tugs Ship Table 4-3: Escort Tug Light Trip Distances (nm) Ship Engine Outside HRA Inside HRA PanaMax SSD AfraMax SSD SuezMax Product Chemical MSD-ED SSD ST GT-ED SSD MSD SSD BARGE3D Diesel Table 4-4: Distribution of Light Trip Distances in the Various Legs Engine Distribution of Light Trips inside HRA (%) X Y Z - NB Z - SB W PanaMax SSD 70.9% 26.8% 0.0% 2.1% 0.2% AfraMax SSD 47.5% 21.9% 15.5% 14.8% 0.4% SuezMax Product Chemical 4.2. Assist Tugs MSD-ED 45.6% 18.3% 0.0% 36.0% 0.0% SSD 61.4% 31.8% 0.6% 6.1% 0.0% ST 68.1% 27.5% 0.0% 4.5% 0.0% GT-ED 59.9% 29.1% 3.1% 7.4% 0.4% SSD 61.9% 26.6% 5.9% 5.2% 0.4% MSD 66.9% 25.7% 0.0% 0.0% 7.4% SSD 64.5% 26.7% 2.5% 2.5% 3.8% BARGE3D Diesel 63.8% 26.3% 5.0% 2.5% 2.4% Assist tugs help the ship or barge into and out of berth. Since tugs are more maneuverable, they can help a ship turn and push it into and out of dock. Typically 1 to 3 tugs are used to assist a ship or barge into or out of berth. If an escort tug is present, it is considered as one of the tugs needed for assist. Assist tug to ship ratios are shown in Table 4-5 and confirmed by Chevron Shipping. When calculating emissions related to assist tugs, the escort ratio should be subtracted to determine the number of assist tugs to use in the calculation. Assist tugs used for BARGE1D and BARGE2D are small tugs described in Section 4.1. Assist tugs for the other barges and ships are large tugs. ICF International 44 Chevron Products Company

53 Escort, Assist and Standby Tugs Ship Table 4-5: Assist Tugs to Ship Ratio Engine Assist Tugs per Ship Into Berth Out of Berth PanaMax Diesel 3 2 AfraMax Diesel 3 2 SuezMax Product Diesel 3 3 Steam 3 3 Diesel 1 1 GT 2 2 Chemical Diesel 2 2 BARGE1D Diesel 1 1 BARGE2D Diesel 1 1 BARGE3D Diesel 1 1 BARGE4D Diesel 1 1 Assist tugs also make light trips to and from Point Blunt. For each call, assist tugs must travel from Point Blunt to RLW and back again when the ship arrives and when it leaves for a total of nm in light trips per call. All light trips for assist tugs are within the HRA and split between leg X and Y at 58.5% and 41.5% respectively Stand-by Tug One of the large assist tugs is on stand-by at the RLW any time the wharf is occupied by one or more ships or barges. During the baseline period, there were 25,490 hours when one or more berths were occupied. The RLW was unoccupied for three hours or longer during the baseline three-year period a total of 63 occasions. During those occasions the stand-by tug will travel back and forth between the RLW and its home base at the entrance of the Port of Richmond. All travel by the stand-by tug are in the HRA and are in leg W Emission Calculations The current practice to calculate emissions from tugs is to use energy-based emission factors together with activity profiles. Using this information, emissions per call and mode can be determined using the equation below. E = P x LF x A x EF 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]) ICF International 45 Chevron Products Company

54 Escort, Assist and Standby Tugs Emissions were calculated by tug type using the power shown in Table 4-1. Activity in hours for transit was determined by dividing the distances in Table 4-3 for escort tugs by the corresponding speeds. Light trips for the assist and stand-by tugs were assumed to occur at 8 knots. Emissions were calculated separately in each mode for propulsion engines and auxiliary engines. The following subsections describe load factors and emission factors used. Load Factors Tugboat and assist propulsion engine and auxiliary engine load factors from the 2011 Port of Los Angeles Emissions Inventory 30 were used in the model. They are listed in Table 4-6 and used for all modes of operation. Fuels Used Table 4-6: Engine Load Factors for Escort, Assist and Stand-by Tugs Tug Propulsion Auxiliary Escort Assist Stand-by 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. Therefore all calculations for escort, assist and stand-by tugs assumed the use of ULSD. Emission Factors Emission factors used in the model are from the ARB Commercial Harbor Craft guidance document as discussed in Section 3-6. Small and large tug propulsion engine emission factors are shown in Table 4-7. Small and large tug auxiliary engine emission factors are shown in Table 4-8. Engine build years listed in Table 4-7 and Table 4-8 represent the tug build dates for the two chosen tugs. ARB harbor craft rule compliance dates occur after 2016 for the larger tug but in 2015 for the smaller tug. Both these vessels use high speed diesel engines and a Tier 1 retrofit kit is not available. Baseline values are used for the actual baseline case while future values are used for the adjusted baseline and future cases. 30 Starcrest Consulting Group, Port of Los Angeles Air Emissions Inventory 2011, July 2012 ICF International 46 Chevron Products Company

55 Escort, Assist and Standby Tugs Table 4-7: Tug Propulsion Engine Emission Factors (g/kwh) Tug Analysis Build NOx PM10 PM2.5 CO ROG SOx CO2 BSFC Small Large Baseline Future Baseline Future Table 4-8: Tug Auxiliary Engine Emission Factors (g/kwh) Tug Analysis Build NOx PM10 PM2.5 CO ROG SOx CO2 BSFC Small Large Baseline Future Baseline Future Age Weighted Emission Factors Age weighted emission factors for escort, assist and stand-by tugs took into account the ARB harbor craft engine rule, fleet turnover based upon the useful life and the emissions deterioration caps. There was no fuel change during the 40 year or 70 year period because ULSD was required for these engines in Age weighted emission factors for the actual baseline case are shown in Table 4-9. Table 4-9: Age Weighted DPM Emission Factors for HRA (g/kwh) Tug Term Propulsion Auxiliary Small Large 70 year year year year ICF International 47 Chevron Products Company

56 5. Adjusted Baseline and Future Case Assumptions The Adjusted Baseline takes into account all ship replacements and regulatory changes that are known to happen between the baseline ( ) and the future year of When compared to the future case, the difference will be only emission increases (or decreases) due to the project. The known replacement ship is assumed to carry the same cargo as the ship it replaced. As some ship replacements change the type of ship (SuezMax to AfraMax) and the ship power and capacity might change, the average ship characteristics were recalculated for the future (2016) analysis as described below. Tugs were replaced with a similar sized tug based upon their useful life and the ARB harbor craft engine rule 31. The Future Case takes into account both the increase in product moved across the RLW and ship replacements that are known to happen between the baseline ( ) and the future year of Future calls for ships were calculated as the maximum of the total products loaded or discharged divided by the average load or discharge parcel size for a given ship type. Future calls for barges were calculated by dividing the products loaded by the average loaded parcel size. Discharge parcel sizes were then recalculated for barges based upon calculated calls. In no case did the discharge parcel size exceed the barge capacity. Ship and tug replacements are discussed first followed by changes in activity that would occur due to the increased cargo shipments and the ship replacements Ship Replacements There are several ship replacements that are known to happen. These are discussed below. In addition, a few ships are replaced after 25 years with new ships and tugs are replaced after 21 years. Known ship replacements are as follows: Three Chevron SuezMax ships are being retired in 2014 and replaced with two new Chevron SuezMax ships to be launched Based upon the build year, these would normally have Tier 2 propulsion and auxiliary engines. However, as a project design feature, these ships will have Tier 3 propulsion engines and auxiliary engines will be replaced with steam driven turbines when operating in Bay Area waters. This is discussed further at the end of Section 5. Two Non-Chevron Steam Turbine SuezMax ships are being replaced in 2014 with diesel AfraMax ships. These will have Tier 2 propulsion and auxiliary engines. Chevron gas turbine product ships were being phased out in 2010 and Cargo carried by these ships in the baseline will be carried by existing Chevron diesel product ships. Two of the Chevron diesel product ships with diesel driven pumps are having their propulsion engines retrofitted from Tier 0 to Tier 1. The auxiliary engines will stay Tier California Air Resources Board, Amendments to the Regulations to Reduce Emissions from Diesel Engines on Commercial Harbor Craft Operated Within California Waters and 24 Nautical Miles of the California Baseline, California Code of Regulations, Title 17, Section , June ICF International 48 Chevron Products Company

57 Adjusted Baseline and Future Case Assumptions Assumed ship replacements are as follows: Two ships in the baseline were over 25 years old. It was assumed that one non- Chevron SuezMax ship and one non-chevron Chemical ship were replaced with new Tier 3 ships (propulsion and auxiliary engines). These replaced ships had 5 calls out of 1,170 calls in the 3 year baseline. Because of the required ARB harbor craft engine rule 31, tug and barge engines in the baseline were first replaced based upon the compliance schedule in the rule (see Appendix C), taking into account the EPA marine engine rebuild rule 32. After that, tug and barge engines were replaced after they had reached the useful life defined in the ARB harbor craft emissions estimation methodology 33, i.e. 21 years for tug propulsion and barge auxiliary engines and 23 years for tug auxiliary engines. Small tugs used for escort and assist were replaced based upon the ARB harbor craft engine rule. There was no replacement of large tugs used for escort, assist, or stand-by because the compliance date for those tugs is after Product Volumes Product Volumes for the baseline (both actual and adjusted) and future analyses (93% and 100% cases) are shown in Table 5-1. For the future cases, the incoming cutter and light product blendstock volumes were estimated by scaling the baseline cutter and light product blendstock volumes by the change in crude and gasoil rate relative to the baseline. The future case product volumes were calculated as follows: The future case crude plus gasoil rate was multiplied by the volume expansion from the baseline years then distributed to the various products using the same product distribution as in the baseline years. The products were then distributed to the various modes of transportation (shipping, rail, trucking, etc) using the same transportation distribution as in the baseline years. Table 5-1: 3 year Product Volumes Case Load (bbls) Discharge (bbls) Fuel Oil Lube Light Prod Crude Cutter Gas Oil Light Prod Baseline 26,061,000 13,906,500 89,789, ,565,000 3,175,500 52,122,019 8,322,002 Future 93% 27,175,927 14,805,611 95,977, ,924,000 3,387,123 58,801,500 8,876,598 Future 100% 29,140,762 15,932, ,092, ,634,000 3,645,002 63,510,000 9,552, U.S. Environmental Protection Agency, Control of Emissions of Air Pollution From Locomotive Engines and Marine Compression-Ignition Engines Less Than 30 Liters per Cylinder, Federal Register, Vol. 73, No. 126, June 30, California Air Resources Board, Emissions Estimation Methodology for Commercial Harbor Craft Operating in California, ICF International 49 Chevron Products Company

58 Adjusted Baseline and Future Case Assumptions The product volumes shown in Table 5-1 are distributed across the various ship and barge types based upon the baseline product distribution percentages for ships shown in Table 2-8 and barges in Table 3-5 and the ship replacements discussed in Section 5.1. Cargo volume percentages for ships are shown in Table 5-2 and barges in Table 5-3. Cargo distributions for the various cases are calculated using those tables and Table 5-1. Ship Type PanaMax Engine Type SSD Pump Type Table 5-2: Cargo Distributions by Ship Type (%) Load Discharge Fuel Oil Lube Light Prod Crude Cutter Gas Oil Light Prod Diesel 0.6% 0.0% 0.0% 0.0% 0.0% 7.6% 0.0% Steam 0.0% 0.0% 0.0% 0.1% 0.0% 29.0% 0.0% AfraMax SSD Steam 17.3% 0.0% 0.0% 13.6% 0.0% 0.0% 5.1% 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% 6.2% 0.0% 0.0% SSD Diesel 7.1% 20.8% 12.8% 0.2% 30.7% 26.2% 27.5% Steam 9.5% 0.0% 47.9% 0.2% 51.5% 28.6% 21.5% MSD Diesel 0.0% 0.0% 0.1% 0.0% 0.0% 0.0% 0.6% SSD Diesel 0.0% 25.6% 12.7% 0.0% 0.0% 0.6% 33.0% Totals 34.6% 46.4% 73.6% 100.0% 88.4% 92.0% 87.7% Barge Type Table 5-3: Cargo Distributions by Barge Type (%) Load Volumes (bbls) Discharge Volumes (bbls) Fuel Oil Lube Light Prod Cutter Gas Oil Light Prod BARGE1D 37.6% 0.0% 0.2% 3.8% 0.3% 0.0% BARGE2DA 23.4% 1.7% 17.3% 7.8% 1.9% 8.1% BARGE2DB 4.5% 51.9% 5.9% 0.0% 5.8% 4.0% BARGE3D 0.0% 0.0% 2.5% 0.0% 0.0% 0.3% BARGE4D 0.0% 0.0% 0.5% 0.0% 0.0% 0.0% Total 65.4% 53.6% 26.4% 11.6% 8.0% 12.3% 5.3. Ship Characteristics and Movements In this section, adjusted baseline and future case ship characteristics and movement averages are discussed. These are different from the actual baseline data discussed in Section 2 because of ship replacements. Ship Characteristics Table 5-4 provides average propulsion and auxiliary power and service speed by ship and propulsion engine type for the Adjusted Baseline case. These are only different than the actual ICF International 50 Chevron Products Company

59 Adjusted Baseline and Future Case Assumptions baseline due to the ship replacements discussed in Section 5.1. Since the MSD-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. The ship characteristics of the two future cases vary slightly (< 0.5%) from the values shown in Table 5-4 due to call rounding. Table 5-4: Average Adjusted Baseline Ship Characteristics Ship Type Engine Type Engine Power (kw) Propulsion a Auxiliary Service Speed (knots) PanaMax SSD 11,413 2, AfraMax SSD 12,672 2, SuezMax MSD-ED 25,200 3, SSD 19,273 2, Product SSD 8,749 2, Chemical MSD 5,325 2, SSD 7,251 2, a Propulsion Engine power includes auxiliary power for MSD-ED Pumping Characteristics Table 5-5 provides average pumping rates and loads by ship type, engine type and pump type for the Adjusted Baseline case. The ships being phased out (as discussed in Section 5.1) have been replaced with the new ships in order to determine average future pumping characteristics. For ships that were replaced with another ship type, the pumping rates for the new ship were assumed to be the same as the one it replaced. In all cases the pumping rates for the new ship did not exceed the maximum pumping rate of that ship type. Pumping rates and energy requirements for the two future cases vary slightly (< 0.5%) due to call rounding. Table 5-5: Average Adjusted Baseline Pumping Rates and Energy Requirements Ship Type Engine Type Pump Type Average Rates (bbl/hr) Load Discharge Ballast Water (kw) Discharge Pumping (kw) Specific Gravity Total Dynamic Head (m) Pump Efficiency (%) Drive Efficiency (%) PanaMax SSD Diesel 7,032 6, % 85% Steam - 6, % 95% AfraMax SSD Steam 2,596 23, , % 95% SuezMax MSD-ED Steam - 35, , % 95% SSD Steam - 34, , % 95% Product SSD Diesel 5,312 4, % 85% Steam 7,691 4, % 95% Chemical MSD Diesel 5,870 2, % 85% SSD Diesel 4,419 3, % 85% ICF International 51 Chevron Products Company

60 Adjusted Baseline and Future Case Assumptions Parcel Sizes Average cargo capacity and parcel sizes for adjusted baseline ships are provided in Table 5-6. For replaced ships, parcel sizes were assumed to be the same for the old ship and the replaced ship. Average parcel sizes by ship type were then calculated using the baseline data discussed in Section 2.4 and the ship replacement assumptions in Section 5.1. Parcel sizes vary slightly (< 0.5%) for the two future cases due to call rounding. Calls were then calculated by dividing the cargo volumes calculated using Table 5-1 and Table 5-2 by the average parcel sizes. Calls were then rounded to the nearest integer and parcel sizes recalculated based upon calls (cargo volumes divided by calls) for pumping time calculations. In no instance did the new parcel size exceed the capacity of the ship type. Ship calls for the adjusted baseline and future cases are shown in Table 5-7. Table 5-6: 3 year Adjusted Baseline Ship Capacities and Parcel Sizes Ship Type Engine Type Pump Type PanaMax SSD Average Capacity (bbls) Parcel Sizes (bbls) Load Discharge Diesel 476,015 12, ,658 Steam 486, ,403 AfraMax SSD Steam 742,841 40, ,498 SuezMax Product Chemical MSD-ED Steam 1,326, ,379 SSD Steam 1,046, ,614 SSD Diesel 353,005 95, ,094 Steam 338, ,455 64,505 MSD Diesel 98,998 62,517 26,119 SSD Diesel 189, ,507 20,408 Table 5-7: Adjusted Baseline and Future Calls Ship Type Engine Type Pump Type Adjusted Baseline Future (93%) Future (100%) Diesel PanaMax SSD Steam AfraMax SSD Steam MSD-ED Steam SuezMax SSD Steam Diesel Product SSD Steam MSD Diesel Chemical SSD Diesel ICF International 52 Chevron Products Company

61 Adjusted Baseline and Future Case Assumptions Totals 1,170 1,267 1,364 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 5-8. They are recomputed based upon the ship changes discussed in Section 5.1. It is assumed that the replacement ship travelled the same route as the ship it replaced. The distribution of low speed transit within the HRA attributable to the various legs is shown in Table 5-9. All high speed transit is in Leg X. Ship Type Table 5-8: Average Distances per Call in Various Modes for Adjusted Baseline and Future Cases Engine Type 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 MSD-ED SSD Product SSD MSD Chemical SSD HS Transit = High speed transit; LS Transit = Low speed transit Table 5-9: Distribution of Low Speed Transit Distances in the Various Legs for Adjusted Baseline and Future Cases Ship Type Engine Type Distribution of Low Speed Transit (%) X Y Z - NB Z - SB W PanaMax SSD 49.5% 47.6% 2.6% 0.0% 0.4% AfraMax SSD 40.5% 44.5% 7.7% 7.3% 0.0% SuezMax MSD-ED 34.8% 27.2% 38.0% 0.0% 0.0% SSD 19.0% 74.1% 6.8% 0.1% 0.0% Product SSD 33.0% 52.2% 6.5% 7.5% 0.8% Chemical 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. Average maneuvering times were provided by San Francisco Bar Pilots. Hotelling Average hotelling times for the three cases are shown in Table Loading and discharge times were calculated using the adjusted parcel sizes (to account for rounded calls) and the loading and discharge pumping rates shown in Table 5-5. Hotelling times were then calculated ICF International 53 Chevron Products Company

62 Adjusted Baseline and Future Case Assumptions by summing the loading, discharge, and idle times by ship type. Idle times (times to connect and disconnect a ship and preparation for pumping and leaving) were assumed the same as the actual baseline except for the ship replacements discussed in Section 5.1. The slight variations in hotelling times between cases is due to call rounding as discussed above. Ship Type PanaMax Table 5-10: Average Hotelling Times per Call (hours) Engine Type SSD Pump Type Adjusted Baseline Future 93% Future 100% Diesel Steam AfraMax SSD Steam SuezMax Product Chemical Emission Calculations MSD-ED Steam SSD Steam SSD Diesel Steam MSD Diesel SSD Diesel Emission and load factors used in the model for ocean going vessels is discussed in Section 2.7. It is assumed that all ships will use 0.1% sulfur marine diesel oil in all propulsion and auxiliary engines and auxiliary boilers Tugs and Barges Tug and barge characteristics, movements, emission and load factors are discussed in Sections 3 and 4. Because the only tug changes are a result of normal turnover, the characteristics and other data listed in Sections 3 and 4 also apply to the adjusted baseline and future cases. The main differences between actual baseline and adjusted baseline and future cases are the average engine model years for tugs pushing barges (due to turnover) and the volumes transferred across the RLW. The increased volumes lead to more calls by barges. Adjusted Baseline and Future case average engine model years for tugs pushing barges and barges are shown in Table 5-11 along with the ARB compliance date for the ARB harbor craft rule. When the engine meets the compliance year, it is repowered with a Tier 3 engine. It should be noted that for BARGE1D and BARGE2DB, it is assumed that the propulsion engines were retrofit with a Tier 1 kit in 2007, thereby delaying the compliance year until All tugs and barges use ULSD in both the baseline and future cases. Calls were then calculated by dividing the loaded cargo volumes calculated using Table 5-1 and Table 5-3 by the average loaded parcel sizes in Table 3-3. Calls were then rounded to the nearest integer and parcel sizes recalculated based upon calls (cargo volumes divided by calls) for pumping time calculations. In no instance did ICF International 54 Chevron Products Company

63 Adjusted Baseline and Future Case Assumptions the new parcel size exceed the capacity of the barge. Calls for the Adjusted Baseline and Future cases are shown in Table Table 5-11: Average Adjusted Baseline and Future Case Barge and Tug Engine Model Years and Compliance Dates Barge Type Tug Propulsion Engine Tug Auxiliary Engine Barge Auxiliary Engine Model Year Comp Year Model Year Comp Year Model Year Comp Year BARGE1D BARGE2DA BARGE2DB BARGE3D BARGE4D Table 5-12: Adjusted Baseline and Future Calls Barge Type Adjusted Baseline Future 93% Future 100% BARGE1D BARGE2DA BARGE2DB BARGE3D BARGE4D Total ,074 The ARB harbor craft engine rule also forced replacement of the small escort and assist tug engines, however, the large tug was not affected. Assist, Escort and Stand-by Tug engine model years for the adjusted baseline and future cases are shown in Table Table 5-13: Escort, Assist and Stand-by Tug Future Case Model Years Tug Size 5.5. Age Weighted Emission Factors Build Small 2015 Large 2009 Age weighted emission factors for ocean going vessels for the adjusted baseline and future cases are shown in Table There were no fuel or regulatory changes that affected either PM or ROG during the 70 year period starting As discussed in Section 2.8, normal ship turnover also does not affect PM or ROG emissions. ROG is only important in non-internal combustion engines for determining cancer risk. ICF International 55 Chevron Products Company

64 Adjusted Baseline and Future Case Assumptions Table 5-14: Ocean Going Vessel Age Weighted Emission Factors for HRA (g/kwh) Source Term PM10 ROG SSD Propulsion MSD Propulsion Diesel Auxiliary Auxiliary Boiler 70 year year year year year year year year Age weighted emission factors for diesel-fueled engines on tugs and barges for the adjusted baseline and future cases included (1) the ARB harbor craft engine rule, (2) fleet turnover based upon the useful life and (3) the emissions deterioration caps. Age weighted emission factors for tugs pushing barges are shown in Table Table 5-15: Tugs Pushing Barges Age Weighted DPM Emission Factors for HRA (g/kwh) Barge Type BARGE1D BARGE2DA BARGE2DB BARGE3D BARGE4D Term Tug Prop Tug Aux Barge Aux 70 year year year year year year year year year year Age weighted emission factors for escort, assist and stand-by tugs for the adjusted baseline and future cases took into account the ARB harbor craft engine rule, fleet turnover based upon the useful life and the emissions deterioration caps. There was no fuel change during the 40 year or 70 year period because ULSD was required for these engines in Age weighted emission factors for the escort, assist and stand-by tugs are shown in Table ICF International 56 Chevron Products Company

65 Adjusted Baseline and Future Case Assumptions Table 5-16: Escort, Assist, and Stand-by Tug Age Weighted DPM Emission Factors for HRA (g/kwh) Tug Term Propulsion Auxiliary Small Large 5.6. Project Design Feature 70 year year year year As a project design feature (PDF), the two Chevron SuezMax ship will be built with Tier 3 main engines instead of Tier 2. In addition, these ships will include steam turbine auxiliary engines that will be used when in Bay Area waters. Thus for all modes, the propulsion engine emissions are calculated using propulsion emission factors use the Tier 3 NOx levels in Table 2-17 for these two ships. For auxiliary engines, auxiliary steam boiler emission factors in Table 2-16 are used. The net result is that there will be no DPM when these ships are at berth. All other parameters (power, speed, pumping rate, capacity, etc.) are assumed to be the same. ICF International 57 Chevron Products Company

66 Appendix A -- Assumed Tug-Barge Matches Tugs were matched with barges found in the San Francisco Marine Exchange data based upon internet research. Each barge name was entered into an internet search engine and the associated tug was found. The associated tugs to the various barges are shown in Table A-1. BARGE1D BARGE2D BARGE3D Table A-1: Tugs Associated with Barges Barge Type Barge Tug DOTTIE DUGAN PEARSALL FDH 26-1 FDH 26-2 FDH 35-1 FDH 35-2 KAYS POINT ALSEA BAY BARGE 65 ROSES BARGE DBL77 CAPELLA BARGE COMMENCEMENT BAY DENEB DRAKES BAY MONTEREY BAY MORRO BAY OLYMPIC SPIRIT RIGEL BARGE SEACOAST BARGE PACIFIC SEACOAST SASSANOA SUNSET BAY MTL BARGE MTL BARGE MTL BARGE MTL BARGE Ernest Campbell Eagle Point Fermin Point Vicente Point Fermin Point Vicente Sea Hawk Henry Sause Ernest Campbell Java Sea El Lobo Grande II Joseph Sause Nakolo Tecumseh Mikiona Mikiona Millennium Star Altair North Sea John Brix Mikiona Sea Reliance Sound Reliance Ocean Reliance Coastal Reliance BARGE4D MTL BARGE Gulf Reliance ICF International 58 Chevron Products Company

67 Appendix A -- Assumed Tug-Barge Matches ICF International 59 Chevron Products Company

68 Appendix A -- Assumed Tug-Barge Matches blank page ICF International 60 Chevron Products Company

69 Appendix B -- Zero Hour Emission Factors and Deterioration Factors Propulsion engine zero hour emission factors are presented in Table B-1. Auxiliary engine zero hour emission factors are presented in Table B-2. Auxiliary engine emission factors were used for both tug auxiliary and barge auxiliary engines. Deterioration factors are presented in Table B-3. Model Years Table B-1: Propulsion Engine Zero Hour Emission Factors Zero Hour Emission Factor (g/kwh) NOx PM10 PM2.5 CO ROG SOx CO2 SFC Pre Table B-2: Auxiliary Engine Zero Hour Emission Factors Power Range kw kw Model Years Zero Hour Emission Factor (g/kwh) NOx PM10 PM2.5 CO ROG SOx CO2 SFC Pre ICF International 61 Chevron Products Company

70 Appendix B -- Zero Hour Emission Factors and Deterioration Factors Power Range kw kw Model Years Zero Hour Emission Factor (g/kwh) NOx PM10 PM2.5 CO ROG SOx CO2 SFC Table B-3: Deterioration Factors Power Range NOx PM HC CO kw kw kw ICF International 62 Chevron Products Company

71 Appendix C -- ARB Harbor Craft Rule Compliance Dates The compliance dates for replacing tugboat Tier 0 or Tier 1 engines with Tier 2 or Tier 3 engines is shown in Table C-1 assuming that all tugboats operate at least 1500 hours per year. Compliance date is tied to engine model year. If a Tier 1 retrofit kit is applied before 2008, the year in which the kit was applied is considered the engine model year. Barge engine compliance dates are shown in Table C-2. Table C-1: Tug Propulsion and Auxiliary Engine Compliance Dates Engine Model Year Compliance Date 1975 and earlier 12/31/ /31/ /31/ /31/ /31/ /31/ /31/ /31/ /31/ /31/ /31/2022 Table C-2: Barge Auxiliary Engine Compliance Dates Engine Model Year Compliance Date 1975 and earlier 12/31/ /31/ /31/ /31/ /31/ /31/ /31/ /31/ /31/ /31/ /31/ /31/2022 ICF International 63 Chevron Products Company

72 Appendix C -- ARB Harbor Craft Rule Compliance Dates blank page ICF International 64 Chevron Products Company