Barge Carrier Partner 2.0.14 Tool: 

Technical Documentation 

2014 Data Year - United States Version 
Transportation and Climate Division 

Office of Transportation and Air Quality 

U.S. Environmental Protection Agency

Barge Carrier Partner 2.0.14 Tool: 

Technical Documentation 

2014 Data Year - United States Version 

Office of Transportation and Air Quality 

EPA-420-B-15-014 

February 2015 
 

 

 

 

 

 

 

 

SmartWay 2.0.14

Barge Tool 

Technical Documentation 

2-3-15 

1.0 Emission Factors and Associated Activity Inputs 

Emission factors form the basis for the emission calculations in the Barge Tool. The 

Tool uses the latest and most comprehensive emission factors available for marine 

propulsion and auxiliary engines. The following discusses the data sources used to 

compile the emission factors used in the Tool, and the fleet characteristic and activity 

data inputs needed to generate fleet performance metrics. 

1.1 Available Emission Factors 

Propulsion Engines 

CO2 emissions are calculated using fuel-based factors, expressed in grams per gallon 

of fuel. Available fuel options include marine distillate (diesel – both low and ultra-low 

sulfur), biodiesel, and liquefied natural gas (LNG). The Barge Tool uses the same 

gram/gallon fuel factors for CO2 that are used in the other carrier tools (Truck, Rail, and 

Multi-modal), as shown in Table 1. These factors are combined directly with the annual 

fuel consumption values input into the Tool to estimate mass emissions for propulsion 

and auxiliary engines. (The fuel consumption inputs are summed across both of these 

engine types). The factors for biodiesel are a weighted average of the diesel and B100 

factors shown in the table, weighted by the biodiesel blend percentage. 

Table 1. CO2 Factors by Fuel Type* 

g/gal Source1 

Diesel 10,180 (i) 

Biodiesel (B100) 9,460 (ii) 

LNG 4,394 (iii) 

* 100% combustion (oxidation) assumed 

The Barge Tool uses emission factors expressed in g/kW-hr to estimate NOx and PM 

emissions. For marine distillate fuel, the Tool uses EPA emission factors developed to 

1 i) Fuel economy calculations in 40 C.F.R 600.113 available at 

http://edocket.access.gpo.gov/cfr_2004/julqtr/pdf/40cfr600.113-93.pdf. 

ii) Tables IV.A.3-2 and 3-3 in A Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions, available at 

http://www.epa.gov/oms/models/analysis/biodsl/p02001.pdf 

iii) Assuming 74,720 Btu/gal lower heating value (http://www.afdc.energy.gov/afdc/fuels/properties.html), and 

0.059 g/Btu. 

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support its recent marine vessel rules. The NOx and PM10 emission factors for main 

propulsion engines using low (500 ppm) and ultra-low (15 ppm) sulfur distillate fuel are 

a function of year of manufacture (or rebuild), as well as Engine Class (1 or 2 for 

tugs/tows), and rated engine power (in kW). These factors, presented in Tables A-1 

and A-2 in the Appendix, are combined with estimated engine activity in kW-hrs to 

estimate mass emissions, as described in Section 2. The PM10 factors are multiplied by 

0.97 to obtain PM2.5 estimates, consistent with the conversion factors used by the EPA 

NONROAD model. 

NOx and PM emission factors for biodiesel were based on the findings from an EPA 

study, A Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions (EPA420­

P-02-001, October 2002). This study developed regression equations to predict the 

percentage change in NOx and PM emission rates relative to conventional diesel fuel, 

as a function of biodiesel blend percentage, expressed in the following form: 

Equation 1 

% change in emissions = {exp[a × (vol% biodiesel)] - 1} × 100% 

Where: 

a = 0.0009794 for NOx, and 

a = -0.006384 for PM 

For example, the NOx reduction associated with B20 is calculated as follows 

- [Exp(0.0009747 x 20)-1] x 100 = 1.9% 

To obtain the final NOx emissions the unadjusted NOx is multiplied by (1-0.019) = 

0.991, 

Using Equation 1, adjustment factors were developed for biodiesel blends based on the 

percentage of the biofuel component, and then these adjustment factors were applied to 

the appropriate conventional diesel emission factors in Appendix A. Ultra-low sulfur 

diesel fuel (15 ppm sulfur) is assumed as the basis for adjustments. 

Emission factors were also developed for LNG derived from a variety of data sources 

including EPA, U.S. Department of Transportation (DOT), Swedish EPA, and the 

California Energy Commission. The following emission factors were assumed, 

corresponding to slow-speed engines operating on natural gas. 

• 5.084 g NOx/kW-hr 

• 0.075 g PM10/kW-hr 

Note that for LNG, emission factors are assumed to be independent of model year and 

engine size. In addition, as LNG PM emissions are primarily the result of lube oil 

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combustion, the Barge Tool assumes PM2.5 emissions equal 97% of PM10 emissions, 

consistent with the conversion used for diesel fuel. 

Auxiliary Engines 

NOx and PM emissions associated with diesel auxiliary engine operation are calculated 

in the exact same fashion as propulsion engine emissions, assuming all auxiliary 

engines fall into EPA engine category 1. Separate PM factors are used for low and 

ultra-low sulfur fuel. Alternative fuels and retrofits are not allowed for auxiliary engines 

at this time. 

1.2 Activity Data Inputs 

The Barge Tool requires Partners to input vessel and barge characterization and activity 

data. The input data required to calculate emissions and associated performance 

metrics include: 

•	 Total number of barges and tugs 

•	 Vessel-specific information – 

o	 Propulsion engine model/rebuild year 

o	 EPA Engine Class (1 or 2) 

o	 Fuel type (diesel – 15 or 500 ppm, biodiesel, and LNG) 

o	 Retrofit information (technology and/or % NOx and/or PM reduction, if 

applicable) 

o	 Annual fuel use (gallons or tons) – Total for propulsion and auxiliary 

engines 

o	 Vessel towing capacity (tons)2 – optional input 

o	 Propulsion engine operation 

 # engines (1, 2 or 3) 

 Total rated power (HP or kW – sum if two engines) 

 Hours of operation per year (underway and maneuvering) 

o	 Auxiliary engine operation (for each engine)3 

 Engine age 

 Rated power (HP or kW) 

 Hours of operation per year 

•	 Barge operation information 

o	 Barge type (hopper, covered cargo, tank, deck, container, other) 

o	 Barge size, by type (150, 175, 195-200 and 250-300 feet in length) 

o	 For each type/size combination 

 Number 

2 Used to establish upper bound validation limit for total payload ton-mile entries. Not expressed in Bollard Pull 

since that unit does not uniquely correspond to payload.

3 Note – the Barge Tool assumes all auxiliary engines are diesel powered.
 

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 Average cargo volume utilization (%) – for each size/type 

combination 

 Average annual loaded miles per barge (nautical) 

 Average annual empty miles per barge (nautical) 

 Average loaded payload per barge (short tons) 

•	 Total annual fleet activity (used for validation – must match totals calculated from 

barge operation information to within 5%) 

o	 Ton-miles 

o	 Loaded barge-miles 

o	 Unloaded barge-miles 

Vessel and barge characterization and activity data are needed for three reasons: 

1. To convert the hours of engine operation to kilowatt-hours, it is necessary to 

know the kilowatt or horsepower rating of the vessel's propulsion and auxiliary 

engines. Given hours of operation, the Tool can then calculate kilowatt-hours — 

which is compatible with the available emission factors for both engine types. 

2. To classify which regulations the vessel is subject to. EPA engine class is 

required to identify the correct NOx and PM emission factors for propulsion 

engines. Rated power is used to determine the appropriate emission category 

for auxiliary engines. 

3. To combine mass emission estimates with barge-mile, ton-mile and volume-mile 

activity to develop fleet and company-level performance metrics. (Note, total 

emissions are also calculated and reported at the vessel-specific level.) 

The following section describes how the activity data inputs and the emission factors 

are combined to generate mass emission estimates and associated performance 

metrics. 

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2.0 Emission Estimation 

The following sections discuss how emissions are calculated, beginning with selection 

of emission factors. 

2.1 CO2 Calculation 

Annual vessel-specific fuel consumption values may be input in the Barge Tool in 

gallons or tons. Entries in tons are converted to gallons using the following factors: 

• Diesel – 284 gallons/ton4 

• Biodiesel (B100) – 271 gallons/ton5 

• LNG – 526 gallons/ton6 

Once all fuel consumption values have been converted to gallons, CO2 mass emission 

estimates are calculated for each vessel using the factors shown in Table 1, converted 

to short tons (1.1023 x 10-6 short tons/gram), and summed across vessels to obtain tons 

of CO2 per year for the entire vessel fleet. 

2.2 NOx and PM Calculations 

NOx and PM are calculated based on kW-hr activity estimates. This approach allows 

emission calculations to account for the size of the vessel’s propulsion engine as well as 

auxiliary engines and the amount of time a vessel spends maneuvering in port and 

underway. Equation 2 presents the general equation for calculating NOx and PM 

emissions for each propulsion engine using diesel fuel.

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Equation 2 

EMpo = Pw × 0.7457 × Hro × LFo/100 × EFcykasp / 1,102,300 

Where: 

EMpo =	 Marine vessel emissions for pollutant (p) and operation (o) 

(tons/year) 

4 http://www.extension.iastate.edu/agdm/wholefarm/html/c6-87.html 5 for soy-based B100 at 70 degrees F: http://www.nrel.gov/vehiclesandfuels/pdfs/43672.pdf 6 http://www.netl.doe.gov/technologies/oil-gas/publications/LNG/LNG_BasicFacts.pdf 7 Note: the PM emission factors used in the Barge Tool estimate direct or “primary” PM produced as a result of 

incomplete combustion. Estimates do not include indirect PM emissions associated with sulfur gas compounds 

aerosolizing in the atmosphere. 

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Pw = Sum of the power ratings for each of the vessel's propulsion 

engines (hp or kW) 8 

0.7457 = Conversion factor from horsepower to kilowatts, if needed 

(kW/hp - Perry's Chemical engineer's Handbook) 

Hro = Total annual hours of operation for the propulsion engines in 

operating mode o (hr) 

LF = Load factor for operating mode o - see Table 2 (percentage) 

EFcykap = Emission factor for operation mode o, fuel type a, engine 

category c and pollutant p (grams/kW-hr) – see Tables A-1 

and A-2 

1,102,300 = Conversion factor from grams to short tons 

subscripts ­

o = Operation (underway or maneuvering)
 

c = EPA Engine Category (1 or 2)
 

y = Year of manufacture
 

k = Kilowatt rating
 

a = Fuel type (low or ultra-low sulfur distillate)
 

p = Pollutant
 

If the vessel’s power is provided in terms of kilowatts, then the conversion from 

horsepower to kilowatts is not needed. 

The load factors used in the above equations are provided in Table 2 below. These load 

factors were compiled from a variety of sources and disaggregated into vessel 

categories used in this project. The data sources include: EPA's Regulatory Impact 

Analysis: Control of Emissions of Air Pollution from Locomotive Engines and Marine 

Compression Ignition Engines Less than 30 Liters Per Cylinder (EPA, 2008); 

Commercial Marine Port Inventory Development 2002 and 2005 Inventories (EPA, 

2007b); Current Methodologies in Preparing Mobile Source Port-Related Emission 

Inventories (EPA, 2009); and European Commission/Entech study (EC, 2002). 

Table 2. Marine Vessel Engine Load Factors (%) 

Engine 

Type 

Load Factor (%) 

Maneuvering Underway 

Propulsion 20 80 

Auxiliary 179 

8 This approach assumes that multiple propulsion engines are of the same type, power, and age, and operate in 

tandem. 

9 Average auxiliary engine load factor for cruise operation, from ICF International, Current Methodologies in 

Preparing Mobile Source Port-Related Emission Inventories, Final Report, prepared for USEPA, April 2009. Cruise 

conditions are assumed most prevalent; to the extent that auxiliary engines are also used during maneuvering and 

hotelling, load factors and emissions will be higher. 

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If biodiesel is used, NOx and PM emissions are calculated assuming ultra-low sulfur 

diesel fuel as the basis, with the emission factors adjusted according to the fuel blend 

percentage as described in Section 1.1. 

If LNG is used, NOx and PM emissions are calculated by simply multiplying the g/kW-hr 

factors presented in Section 1.1 by the effective kW-hrs of operation (hours of use x 

load factor), summed across operation type (underway and maneuvering). 

Retrofit Effectiveness 

The Barge Tool allows the user to select from a variety of propulsion engine retrofit 

options. Options were only identified for diesel marine engines, and were based on 

emission adjustment factors developed for EPA’s MARKAL model.10 The reduction 

factors assumed for each of these control options are presented in Table 3. The Barge 

Tool only allows the user to specify one retrofit for a given propulsion engine – 

combinations are not permitted at this time. 

Table 3. Diesel Propulsion Engine Retrofit Reduction Factors 

Control 

Reduction Factor 

NOX PM 

Fuel Injection Engine Improvements 0.12 0.12 

Selective Catalytic Reduction (SCR) 0.8 0 

Common rail 0.1 0.1 

Diesel Electric 0.2 0.2 

Humid Air Motor (HAM) 0.7 0 

Hybrid Engines 0.35 0.35 

Diesel Oxidation Catalyst 0 0.2 

Lean NOx Catalyst 0.35 0 

Barge Tool users may also specify details and assumed emission reductions for other 

control measures not listed in the table above, although detailed text descriptions 

should be provided justifying the use of any alternative factors. 

If retrofit Information has been entered for a vessel, the NOx and PM emissions 

calculated above are adjusted by the factors shown in Table 3.11 For example, a 20% 

reduction in PM emissions associated with a diesel oxidation catalyst would require an 

adjustment factor of 1 – 0.2 (0.8) to be applied to the calculated PM values. 

Finally, NOx and PM emissions are summed across all vessels and source types 

(propulsion and auxiliary) to obtain fleet and company-level mass emission estimates. 

10 Eastern Research Group, “MARKAL Marine Methodology”, prepared for Dr. Cynthia Gage, US EPA, December
 

30, 2010.

11 The Barge Tool assumes that retrofits are only applied to main propulsion engines, not auxiliary engines.
 

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3.0 Comparison Metrics 

The Barge Tool is designed to apply the calculated emissions to a variety of operational 

parameters. This provides performance metrics that are used as a reference point to 

evaluate a Partner’s environmental performance relative to other SmartWay Partners 

across different transportation modes. In this way the metrics presented here are made 

comparable to the metrics used in the other carrier tools. 

For these comparisons to be most precise, it may be necessary to group the data into 

comparable operating characteristic bins to ensure that similar operations are being 

compared. For example, open-water barge operations may need to be considered 

separately from river barge operations because these vessels and their activities are 

very different. For this reason the Barge Tool collects a variety of vessel and barge 

characteristic information that may be used to differentiate barge operations in the 

future. 

The following summarizes how the Barge Tool performance metrics are calculated for a 

given pollutant. Note: all distances are reported in nautical miles.12 

Grams per Barge-Mile 

Equation 3 

grams / (loaded + unloaded barge-miles - from Total Fleet Activity entry) 

Grams per Ton-Mile 

Equation 4 

grams / (total ton-miles - from Total Fleet Activity entry) 

Grams per 1,000 Total Cubic Foot-Miles 

Equation 5 

grams / [ ∑b (# barges x # of 1,000 cubic feet per barge x (annual loaded + annual 

unloaded miles per barge))] 

where ∑b indicates summation over all barge type/size combinations (i.e., the 

individual rows in the Barge Operations screen of the Barge Tool.) 

Barge volumes were estimated for each barge type/size combination using 

standardized assumptions regarding depth and width. Volumes are summarized below 

in Table 4. 

12 1 nautical mile = 1.15 statute miles. 

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Table 4. Barge Capacity by Type/Length Combination (1,000 cubic feet) 

Barge Volume ( 1,000 cubic feet) 

Barge Type* 250-300' 195-200' 175' 150' 

Hopper Barge 182 90 81 69 

Covered cargo barge13 165 82 74 63 

Tank Barges 160 56 48 41 

Deck Barges 182 90 81 69 

Container Barges 218 82 65 49 

* “Other” barge types require volumes input by the user 

Grams per 1,000 Utilized Cubic Foot-Miles 

Equation 6 

grams / [ ∑b (# barges x # of 1,000 cubic feet per barge x (annual loaded miles per barge 

x average volume utilization))] 

where ∑b indicates summation over all barge type/size combinations (i.e., the 

individual rows in the Barge Operations screen of the Barge Tool.) 

Fleet Average Calculations 

The Barge Tool calculates fleet-level average payloads and volumes for use in the 

SmartWay Carrier Data File. In order to calculate average payload the Tool first 

calculates total ton-miles for each row on the Barge Operations screen as follows: 

Row-Level ton-miles = Average Payload Value * Avg Loaded Miles * Number of Barges 

Next, the Tool sums the row-level ton-miles as well as the total barge miles (Avg 

Loaded Miles * Number of Barges) across all rows. The tool then divides the summed 

ton-miles by the summed total miles to obtain the fleet average payload. 

Calculating Average Volume follows the same process, substituting "payload" and 

"volume" in the above equations. However, since volume is not input on the Barge 

Operations screen (with one exception - see below), Table 4 is used the correct volume 

(in 1,000 cubic feet) for each row on the Barge Operations screen. 

However, if the Barge Type selected by the user is "Other", then the Tool uses the 

volume(s) entered. 

13 Assumed maximum volume for covered cargo barge for 250-300 was 265 ft long 52 ft wide and 12 feet deep = 

165,360; 195-200 was 195 long 35 ft wide and 12 ft deep; 175 and 150 had the same width and depth of the 195 ft 

barge. 

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4.0 Data Validation 

At this time the Barge Tool employs limited validation to ensure the consistency of 

Partner data inputs. Cross-validation of barge and ton-mile inputs are conducted on the 

Barge Operations screen. These checks ensure that the values entered in the Fleet 

Totals section of the screen for total ton-miles, loaded and unloaded barge-miles are 

consistent with the data entered at the row level for the different barge type/size 

combinations. Specifically, these three values must be within 5% of the totals 

calculated as follows: 

Equation 7 

Total Ton-miles = [ ∑b (number of barges x Annual Loaded Miles per Barge x Average Loaded 

Payload per Barge)]
 

Equation 8 

Loaded Barge-Miles = [ ∑b (number of barges x Annual Loaded Miles per Barge)] 

Equation 9 

Unloaded Barge-Miles = [ ∑b (number of barges x Annual Empty Miles per Barge)] 

The Barge Tool performs one other validation check, ensuring that the fleet’s total 

payload, as determined from the Barge Operations screen, does not exceed the 

maximum possible payload based on the reported towing capacities reported on the 

Vessel Operations screen. 

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5.0 Future Enhancements 

The following enhancements are being considered for future versions of the Barge Tool: 

•	 Develop validation ranges for barge-mile, ton-mile, payload, towing capacity, 

rated power, and other inputs based on Partner data submissions and/or other 

sources. 

•	 Compile list of common data sources for vessel and barge data, based on
 

Partner data submissions.
 

•	 Expanding the list of pollutants to include methane and other greenhouse gases, 

SOx. 

•	 Add option for dual-fuel propulsion engines. 

•	 Allow user-specified engine load factors (propulsion and auxiliary). 

•	 Alternatively, refine auxiliary engine load factors to reflect average values for 

hotelling, maneuvering, and cruising operation modes.14 

•	 Develop default average volume utilization and payloads based on commodity 

type and other Partner data. 

14 The Barge Tool currently assumes a single load factor for auxiliary engines of 17%, corresponding to the 

estimated value for cruising operation. 

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6.0 References 

American Waterway Operators 

website:http://www.americanwaterways.com/industry_stats/fleet_data/index.html. 

Center for Ports and Waterways, Texas Transportation Institute, Modal Comparison of 

Domestic Freight Transportation Effects on The General Public, Houston, Texas, March 

2009. 

Coosa-Alabama River Improvement Association (CARIA), Barges and Towboats, 

(viewed August 1, 2009), http://www.caria.org/barges_tugboats.html. 

Dunn and Bradstreet - Hoover, Inland Barge Transport, Viewed March 

2010,http://www.hoovers.com/inland-barge-transport/--ID__226--/free-ind-fr-profilebasic.xhtml. 

East Dubuque (ED) Local Area History Project, Barges and Tows, April 

2000,http://www.edbqhs.org/District/LocalAreaHistory/BargesandTowslah.htm. 

Hines Furlong Line, Tank Barges 2013, http://www.hinesfurlongline.com/equip_tank.htm 

Ingram Barge Company, Barge Register, 2010. 

International Maritime Organization (IMO) Updated Study on Greenhouse Gas 

Emissions from Ships, April 2009. 

McDonough, Deck Barge Fleet, 

2013. http://www.mcdonoughmarine.com/pdf/deck_barge_fleet.pdf 

Texas Transportation Institute (TTI), and the Center for Ports and Waterways, A Modal 

Comparison of Domestic Freight Transportation Effects on the General Public, 2007. 

U.S. Army Corp of Engineers, Waterborne Commerce Statistics Center, 

2007.www.iwr.usace.army.mil/NDC/data/datalink.htm. 

U.S. Department of Transportation, Bureau of Transportation Statistics, North American 

Freight Transportation, Washington D.C., June 2006. 

U.S. Department of Energy, Energy Information Administration's National Energy 

Modeling System. Annual Energy Outlook 2009 Early Release: Report #:DOE/EIA0383. December 2008.http://www.eia.doe.gov/oiaf/aeo/index.html. 

U.S. EPA, Category 2 Vessel Census, Activity and Spatial Allocation Assessment and 

Category 1 and Category 2 In-Port/At-Sea Splits, February 16, 2007a. 

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U.S. EPA, Current Methodologies in Preparing Mobile Source Port-Related Emission 

Inventories - Final Report, April 2009. 

U.S. EPA NEI Marine Vessel PM Methodology, 

2009. http://www.epa.gov/ttn/chief/eiip/techreport/volume09/commrnves.pdf 

U.S. EPA, Regulatory Impact Analysis: Control of Emissions of Air Pollution from 

Locomotive Engines and Marine Compression Ignition Engines Less than 30 Liters Per 

Cylinder, May 2008. 

Wright International, Barge Brokerage, http://www.wright-international.com/brokeragebarges.php. 

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Appendix A: Marine Propulsion and Auxiliary Engine Emission Factors15 

15 Emission factors are consistent with EPA’s 2008 locomotive and marine Federal Rulemaking -

http://www.epa.gov/otaq/marine.htm. 
Table A-1. Category 1 Distillate Emission Factors 

Category Engine Size Model Year 

NOX Weighted EF g/kWhr (Distillate – 15 ppm) NOX Weighted EF g/kW-hr 

(Distillate 500 ppm) 

PM10 Weighted EF g/kWhr (Distillate – 15 ppm) PM10 Weighted EF g/kWhr (Distillate 500 ppm) 

1 <600kW 2018+ 4.66 4.66 0.06 0.08 

1 <600kW 2017 4.66 4.66 0.07 0.08 

1 <600kW 2016 4.66 4.66 0.07 0.08 

1 <600kW 2015 4.66 4.66 0.07 0.08 

1 <600kW 2014 4.66 4.66 0.07 0.08 

1 <600kW 2013 5.64 5.64 0.10 0.12 

1 <600kW 2012 5.95 5.95 0.12 0.13 

1 <600kW 2011 6.00 6.00 0.12 0.14 

1 <600kW 2010 6.00 6.00 0.12 0.14 

1 <600kW 2009 6.00 6.00 0.12 0.14 

1 <600kW 2008 6.00 6.00 0.12 0.14 

1 <600kW 2007 6.00 6.00 0.12 0.14 

1 <600kW 2006 6.34 6.34 0.14 0.16 

1 <600kW 2005 6.34 6.34 0.14 0.16 

1 <600kW 2004 6.49 6.49 0.15 0.17 

1 <600kW 2003 9.72 9.72 0.35 0.36 

1 <600kW 2002 9.72 9.72 0.35 0.36 

1 <600kW 2001 9.72 9.72 0.35 0.36 

1 <600kW 2000 9.72 9.72 0.35 0.36 

1 <600kW pre-2000 10.00 10.00 0.25 0.26 

1 600<kW<=1000 2018+ 1.30 1.30 0.03 0.05 

1 600<kW<=1000 2017 4.71 4.71 0.07 0.09 

1 600<kW<=1000 2016 4.71 4.71 0.07 0.09 

1 600<kW<=1000 2015 4.71 4.71 0.07 0.09 

1 600<kW<=1000 2014 4.71 4.71 0.07 0.09 

1 600<kW<=1000 2013 5.32 5.32 0.09 0.11 

1 600<kW<=1000 2012 5.82 5.82 0.11 0.13 

1 600<kW<=1000 2011 6.00 6.00 0.12 0.14 

1 600<kW<=1000 2010 6.00 6.00 0.12 0.14 

1 600<kW<=1000 2009 6.00 6.00 0.12 0.14 

A-2 
Table A-1. Category 1 Distillate Emission Factors (Cont.) 

Category Engine Size 

Model 

Year 

NOX Weighted EF g/kWhr (Distillate – 15 ppm) NOX Weighted EF g/kW-hr 

(Distillate 500 ppm) 

PM10 Weighted EF g/kWhr (Distillate – 15 ppm) PM10 Weighted EF g/kWhr (Distillate 500 ppm) 

1 600<kW<=1000 2008 6.00 6.00 0.12 0.14 

1 600<kW<=1000 2007 6.00 6.00 0.12 0.14 

1 600<kW<=1000 2006 7.67 7.67 0.21 0.23 

1 600<kW<=1000 2005 7.67 7.67 0.21 0.23 

1 600<kW<=1000 2004 7.67 7.67 0.21 0.23 

1 600<kW<=1000 2003 9.44 9.44 0.31 0.32 

1 600<kW<=1000 2002 9.44 9.44 0.31 0.32 

1 600<kW<=1000 2001 9.44 9.44 0.31 0.32 

1 600<kW<=1000 2000 9.44 9.44 0.31 0.32 

1 600<kW<=1000 pre-2000 10.16 10.16 0.21 0.22 

1 1000<kW<=1400 2017+ 1.30 1.30 0.03 0.05 

1 1000<kW<=1400 2016 4.72 4.72 0.07 0.09 

1 1000<kW<=1400 2015 4.72 4.72 0.07 0.09 

1 1000<kW<=1400 2014 4.72 4.72 0.07 0.09 

1 1000<kW<=1400 2013 0.68 0.68 0.10 0.12 

1 1000<kW<=1400 2012 0.68 0.68 0.11 0.12 

1 1000<kW<=1400 2011 6.00 6.00 0.12 0.14 

1 1000<kW<=1400 2010 6.00 6.00 0.12 0.14 

1 1000<kW<=1400 2009 6.00 6.00 0.12 0.14 

1 1000<kW<=1400 2008 6.00 6.00 0.12 0.14 

1 1000<kW<=1400 2007 6.00 6.00 0.12 0.14 

1 1000<kW<=1400 2006 7.26 7.26 0.19 0.20 

1 1000<kW<=1400 2005 7.26 7.26 0.19 0.20 

1 1000<kW<=1400 2004 7.26 7.26 0.19 0.20 

1 1000<kW<=1400 2003 9.55 9.55 0.31 0.33 

1 1000<kW<=1400 2002 9.55 9.55 0.31 0.33 

1 1000<kW<=1400 2001 9.55 9.55 0.31 0.33 

1 1000<kW<=1400 2000 9.55 9.55 0.31 0.33 

1 1000<kW<=1400 pre-2000 10.27 10.27 0.21 0.23 

1 kW>1400 2016+ 1.30 1.30 0.03 0.05 

A-3 
Table A-1. Category 1 Distillate Emission Factors (Cont.) 

Category Engine Size 

Model 

Year 

NOX Weighted EF g/kWhr (Distillate – 15 ppm) NOX Weighted EF g/kW-hr 

(Distillate 500 ppm) 

PM10 Weighted EF g/kWhr (Distillate – 15 ppm) PM10 Weighted EF g/kWhr (Distillate 500 ppm) 

1 kW>1400 2015 4.81 4.81 0.07 0.09 

1 kW>1400 2014 4.81 4.81 0.07 0.09 

1 kW>1400 2013 4.81 4.81 0.07 0.09 

1 kW>1400 2012 4.81 4.81 0.07 0.09 

1 kW>1400 2011 6.00 6.00 0.12 0.14 

1 kW>1400 2010 6.00 6.00 0.12 0.14 

1 kW>1400 2009 6.00 6.00 0.12 0.14 

1 kW>1400 2008 6.00 6.00 0.12 0.14 

1 kW>1400 2007 6.00 6.00 0.12 0.14 

1 kW>1400 2006 9.20 9.20 0.29 0.31 

1 kW>1400 2005 9.20 9.20 0.29 0.31 

1 kW>1400 2004 9.20 9.20 0.29 0.31 

1 kW>1400 2003 9.20 9.20 0.29 0.31 

1 kW>1400 2002 9.20 9.20 0.29 0.31 

1 kW>1400 2001 9.20 9.20 0.29 0.31 

1 kW>1400 2000 9.20 9.20 0.29 0.31 

1 kW>1400 pre-2000 11.00 11.00 0.19 0.21 

A-4 
Table A-2. Category 2 Distillate Emission Factors 

Category Engine Size 

Model 

Year 

NOX Weighted EF g/kWhr (Distillate – 15 ppm) NOX Weighted EF g/kWhr (Distillate 500 ppm) PM10 Weighted EF g/kWhr (Distillate – 15 ppm) PM10 Weighted EF g/kWhr (Distillate 500 ppm) 

2 <600kW 2013+ 5.97 5.97 0.11 0.13 

2 <600kW 2012 8.33 8.33 0.31 0.33 

2 <600kW 2011 8.33 8.33 0.31 0.33 

2 <600kW 2010 8.33 8.33 0.31 0.33 

2 <600kW 2009 8.33 8.33 0.31 0.33 

2 <600kW 2008 8.33 8.33 0.31 0.33 

2 <600kW 2007 8.33 8.33 0.31 0.33 

2 <600kW 2006 10.55 10.55 0.31 0.33 

2 <600kW 2005 10.55 10.55 0.31 0.33 

2 <600kW 2004 10.55 10.55 0.31 0.33 

2 <600kW 2003 10.55 10.55 0.31 0.33 

2 <600kW 2002 10.55 10.55 0.31 0.33 

2 <600kW 2001 10.55 10.55 0.31 0.33 

2 <600kW 2000 10.55 10.55 0.31 0.33 

2 <600kW 

pre2000 13.36 13.36 0.21 0.23 

2 600<=kW<1000 2018+ 1.30 1.30 0.03 0.05 

2 600<=kW<1000 2017 1.30 1.30 0.11 0.13 

2 600<=kW<1000 2016 1.30 1.30 0.11 0.13 

2 600<=kW<1000 2015 1.30 1.30 0.11 0.13 

2 600<=kW<1000 2014 1.30 1.30 0.11 0.13 

2 600<=kW<1000 2013 5.97 5.97 0.11 0.13 

2 600<=kW<1000 2012 5.97 5.97 0.31 0.33 

2 600<=kW<1000 2011 5.97 5.97 0.31 0.33 

2 600<=kW<1000 2010 5.97 5.97 0.31 0.33 

2 600<=kW<1000 2009 5.97 5.97 0.31 0.33 

2 600<=kW<1000 2008 5.97 5.97 0.31 0.33 

2 600<=kW<1000 2007 8.33 8.33 0.31 0.33 

2 600<=kW<1000 2006 10.55 10.55 0.31 0.33 

2 600<=kW<1000 2005 10.55 10.55 0.31 0.33 

2 600<=kW<1000 2004 10.55 10.55 0.31 0.33 

A-5 
Table A-2. Category 2 Distillate Emission Factors (Cont.) 

Category Engine Size 

Model 

Year 

NOX Weighted EF g/kWhr (Distillate – 15 ppm) NOX Weighted EF g/kW-hr 

(Distillate 500 ppm) 

PM10 Weighted EF g/kWhr (Distillate – 15 ppm) PM10 Weighted EF g/kWhr (Distillate 500 ppm) 

2 600<=kW<1000 2003 10.55 10.55 0.31 0.33 

2 600<=kW<1000 2002 10.55 10.55 0.31 0.33 

2 600<=kW<1000 2001 10.55 10.55 0.31 0.33 

2 600<=kW<1000 2000 10.55 10.55 0.31 0.33 

2 600<=kW<1000 

pre2000 13.36 13.36 0.21 0.23 

2 1000<=kW<1400 2017+ 1.30 1.30 0.03 0.05 

2 1000<=kW<1400 2016 1.30 1.30 0.11 0.13 

2 1000<=kW<1400 2015 1.30 1.30 0.11 0.13 

2 1000<=kW<1400 2014 1.30 1.30 0.11 0.13 

2 1000<=kW<1400 2013 5.97 5.97 0.11 0.13 

2 1000<=kW<1400 2012 5.97 5.97 0.31 0.33 

2 1000<=kW<1400 2011 5.97 5.97 0.31 0.33 

2 1000<=kW<1400 2010 5.97 5.97 0.31 0.33 

2 1000<=kW<1400 2009 5.97 5.97 0.31 0.33 

2 1000<=kW<1400 2008 5.97 5.97 0.31 0.33 

2 1000<=kW<1400 2007 8.33 8.33 0.31 0.33 

2 1000<=kW<1400 2006 10.55 10.55 0.31 0.33 

2 1000<=kW<1400 2005 10.55 10.55 0.31 0.33 

2 1000<=kW<1400 2004 10.55 10.55 0.31 0.33 

2 1000<=kW<1400 2003 10.55 10.55 0.31 0.33 

2 1000<=kW<1400 2002 10.55 10.55 0.31 0.33 

2 1000<=kW<1400 2001 10.55 10.55 0.31 0.33 

2 1000<=kW<1400 2000 10.55 10.55 0.31 0.33 

2 1000<=kW<1400 

pre2000 13.36 13.36 0.21 0.23 

2 1400<=kW<2000 2016+ 1.30 1.30 0.03 0.05 

2 1400<=kW<2000 2015 6.17 6.17 0.16 0.17 

2 1400<=kW<2000 2014 6.17 6.17 0.16 0.17 

2 1400<=kW<2000 2013 6.55 6.55 0.16 0.17 

2 1400<=kW<2000 2012 8.33 8.33 0.31 0.33 

2 1400<=kW<2000 2011 8.33 8.33 0.31 0.33 

A-6 
Table A-2. Category 2 Distillate Emission Factors (Cont.) 

Category Engine Size 

Model 

Year 

NOX Weighted EF g/kWhr (Distillate – 15 ppm) NOX Weighted EF g/kW-hr 

(Distillate 500 ppm) 

PM10 Weighted EF g/kWhr (Distillate – 15 ppm) PM10 Weighted EF g/kWhr (Distillate 500 ppm) 

2 1400<=kW<2000 2010 8.33 8.33 0.31 0.33 

2 1400<=kW<2000 2009 8.33 8.33 0.31 0.33 

2 1400<=kW<2000 2008 8.33 8.33 0.31 0.33 

2 1400<=kW<2000 2007 8.33 8.33 0.31 0.33 

2 1400<=kW<2000 2006 10.55 10.55 0.31 0.33 

2 1400<=kW<2000 2005 10.55 10.55 0.31 0.33 

2 1400<=kW<2000 2004 10.55 10.55 0.31 0.33 

2 1400<=kW<2000 2003 10.55 10.55 0.31 0.33 

2 1400<=kW<2000 2002 10.55 10.55 0.31 0.33 

2 1400<=kW<2000 2001 10.55 10.55 0.31 0.33 

2 1400<=kW<2000 2000 10.55 10.55 0.31 0.33 

2 1400<=kW<2000 

pre2000 13.36 13.36 0.21 0.23 

2 2000<=kW<3700 2016+ 1.30 1.30 0.03 0.05 

2 2000<=kW<3700 2015 1.30 1.30 0.18 0.20 

2 2000<=kW<3700 2014 1.30 1.30 0.18 0.20 

2 2000<=kW<3700 2013 8.33 8.33 0.19 0.20 

2 2000<=kW<3700 2012 8.33 8.33 0.31 0.33 

2 2000<=kW<3700 2011 8.33 8.33 0.31 0.33 

2 2000<=kW<3700 2010 8.33 8.33 0.31 0.33 

2 2000<=kW<3700 2009 8.33 8.33 0.31 0.33 

2 2000<=kW<3700 2008 8.33 8.33 0.31 0.33 

2 2000<=kW<3700 2007 8.33 8.33 0.31 0.33 

2 2000<=kW<3700 2006 10.55 10.55 0.31 0.33 

2 2000<=kW<3700 2005 10.55 10.55 0.31 0.33 

2 2000<=kW<3700 2004 10.55 10.55 0.31 0.33 

2 2000<=kW<3700 2003 10.55 10.55 0.31 0.33 

2 2000<=kW<3700 2002 10.55 10.55 0.00 0.33 

2 2000<=kW<3700 2001 10.55 10.55 0.31 0.33 

2 2000<=kW<3700 2000 10.55 10.55 0.31 0.33 

2 2000<=kW<3700 

pre2000 13.36 13.36 0.21 0.23 

A-7 
Table A-2. Category 2 Distillate Emission Factors (Cont.) 

Category Engine Size 

Model 

Year 

NOX Weighted EF g/kWhr (Distillate – 15 ppm) NOX Weighted EF g/kW-hr 

(Distillate 500 ppm) 

PM10 Weighted EF g/kWhr (Distillate – 15 ppm) PM10 Weighted EF g/kWhr (Distillate 500 ppm) 

2 kW>=3700 2017+ 1.30 1.30 0.05 0.06 

2 kW>=3700 2016 1.30 1.30 0.05 0.06 

2 kW>=3700 2015 1.30 1.30 0.05 0.06 

2 kW>=3700 2014 1.30 1.30 0.18 0.20 

2 kW>=3700 2013 8.33 8.33 0.31 0.33 

2 kW>=3700 2012 8.33 8.33 0.31 0.33 

2 kW>=3700 2011 8.33 8.33 0.31 0.33 

2 kW>=3700 2010 8.33 8.33 0.31 0.33 

2 kW>=3700 2009 8.33 8.33 0.31 0.33 

2 kW>=3700 2008 8.33 8.33 0.31 0.33 

2 kW>=3700 2007 8.33 8.33 0.31 0.33 

2 kW>=3700 2006 10.55 10.55 0.31 0.33 

2 kW>=3700 2005 10.55 10.55 0.31 0.33 

2 kW>=3700 2004 10.55 10.55 0.31 0.33 

2 kW>=3700 2003 10.55 10.55 0.31 0.33 

2 kW>=3700 2002 10.55 10.55 0.31 0.33 

2 kW>=3700 2001 10.55 10.55 0.31 0.33 

2 kW>=3700 2000 10.55 10.55 0.31 0.33 

2 kW>=3700 

pre2000 13.36 13.36 0.21 0.23 

A-8