Environmental solutions delivered uncommonly well 

BHP BILLITON PETROLEUM INC. 

Modification to Sake Prospect Drilling Project 

(Eastern Gulf of Mexico Exploratory Drilling Operations) 

PSD Major Source Permit (OCS-EPA-R4008-M1) Modification Application 

Prepared	By:	

TRINITY CONSULTANTS

301	Main	Street	

Suite	900	

Baton	Rouge,	LA	70825	

(225)	346‐4003	

May	2013		

Project	121901.0022	
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TABLE OF CONTENTS 

1. EXECUTIVE SUMMARY 1

1.1. Proposed Project Potential To Emit......................................................................................................................2

1.2. Application Contents..................................................................................................................................................2

2. DD1 STACK TEST ANALYSIS 4

3. EMISSION CALCULATIONS 6

3.1. Emission Calculation Methodology .......................................................................................................................6

3.1.1. Main Power Plant Engines (EU‐001 through EU‐008)................................................................................................. 6

4. REGULATORY APPLICABILITY 8

4.1. Prevention of Significant Deterioration Regulations ......................................................................................8

4.2. New Source Performance Standards (NSPS) ......................................................................................................9

4.2.1. 40 CFR 60 Subpart A – General Provisions........................................................................................................................ 9

4.2.2. 40 CFR 60 Subpart IIII – Stationary Compression Ignition Internal Combustion Engines........................... 9

4.3. National Emission Standards for Hazardous Air Pollutants		(40 CFR Part 61) ....................................10

4.3.1. 40 CFR 61 Subpart A – General Provisions......................................................................................................................10

4.4. National Emission Standards for Hazardous Air Pollutants		(40 CFR Part 63) ....................................10

4.4.1. 40 CFR Part 63 Subpart A – General Provisions............................................................................................................10

4.4.2. 40 CFR 63 Subpart ZZZZ	‐	Stationary Reciprocating Internal Combustion Engines.....................................10

4.5. Federal Operating Permits Program (40 CFR Part 71)................................................................................11

5. BACT ANALYSIS 12

5.1. PM/PM10/PM2.5 BACT ANALYSIS FOR DD1 MAIN ENGINES............................................................................14

5.2. VOC BACT ANALYSIS FOR DD1 MAIN ENGINES................................................................................................24

5.3. CO2e BACT ANALYSIS FOR DD1 MAIN ENGINES ..............................................................................................30

6. AIR QUALITY ANALYSIS 35

6.1. Modeling Analysis Summary ................................................................................................................................35

7. PART 71 FORMS 37

APPENDIX A: STACK TEST RESULTS 

APPENDIX A-1: PM/PM10/PM2.5 STACK TEST RESULTS 

APPENDIX A-2: VOC AND CO2 STACK TEST RESULTS 

APPENDIX B: EMISSION CALCULATIONS 

APPENDIX C: RBLC SEARCH RESULTS 

APPENDIX D: MODEL INPUT PARAMETERS 

APPENDIX E: MODEL FILES ON CD 
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LIST OF TABLES 

Table	1‐1.		Comparison	of	Currently	Permitted	and	Proposed	BACT	Emission	Limits	for	DD1	Main	Engines	 2

Table	1‐2.		Existing	PTE	(Permit	OCS‐EPA‐R4008‐M1)	and	Proposed	Project	PTE	 2

Table	5‐1.		DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	PARTICULATE	MATTER	(PM), PARTICULATE	MATTER	LESS	THAN	

10 MICRONS	(PM10), PARTICULATE	MATTER	LESS	THAN	2.5 MICRONS	(PM2.5)	 16

Table	5‐2.		Proposed	PM/PM10/PM2.5	BACT	Emission	Limits	for	DD1	Main	Engines	 24

Table	5‐3.		DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	VOLATILE	ORGANIC	COMPOUNDS	(VOC)	 26

Table	5‐4.		Proposed	VOC	BACT	Emission	Limits	for	DD1	Main	Engines	 29

Table	5‐5.			DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	GREENHOUSE	GASES	 31

Table	5‐6.		Proposed	CO2e	BACT	Emission	Limits	for	DD1	Main	Engines	 34

Table	6‐1.	Comparison	of	Previously	Modeled	and	Revised	Modeled	Emission	Rates	 35

Table	6‐2.		Model	Result	Comparison	to	Class	I	Area	SILs	For	Proposed	Operations	 36
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1. EXECUTIVE SUMMARY 

BHP	Billiton	Petroleum,	Inc.	(BHPB)	is	currently	authorized	to	conduct	exploratory	drilling	operations	on	the	

Outer	Continental	Shelf	(OCS)	in	accordance	with	Permit	No.	OCS‐EPA‐R4008‐M1	as	issued	by	Environmental	

Protection	Agency	(EPA)	Region	IV	on	March	13,	2013.	

Since	the	issuance	of	the	current	permit,	BHPB	has	conducted	compliance	stack	testing	on	the	main	engines	of	

the	Transocean	semisubmersible	Development	Driller	1	(DD1).		Based	on	the	preliminary	stack	test	results,	the	

emission	rates	of	nitrogen	oxides	(NOX)	and	carbon	monoxide	(CO)	demonstrate	compliance	with	the	current	

Best	Available	Control	Technology	(BACT)	limits.		However,	the	preliminary	stack	test	results	also	indicate	that	

emissions	would	exceed	the	particulate	matter	(PM),	PM	with	an	aerodynamic	diameter	less	than	10	microns	

(PM10),	PM	with	an	aerodynamic	diameter	less	than	2.5	microns	(PM2.5),	volatile	organic	compounds	(VOC),	and	

greenhouse	gases	(CO2e)	BACT	limits	in	the	current	permit.		As	a	result,	BHPB	is	proposing	to	revise	the	current	

BACT	limits	(based	on	AP‐42	emission	factors)	to	reflect	operating	limits	that	correspond	to	actual	stack	test	

results	and	are	achievable	over	the	life	of	the	main	engines.		

This	submittal	also	addresses	a	recent	final	rulemaking	issued	by	EPA	to	revise	the	definition	of	“NSR	regulated	

pollutant”	thereby	removing	the	general	requirement	to	include	condensable	PM	when	measuring	“particulate	

matter	emissions”	in	the	context	of	Prevention	of	Significant	Deterioration	(PSD)	and	NSR	regulations.		This	

rulemaking	also	clarified	that	condensable	PM	measurements	continue	to	be	required	when	assessing	PM10

and/or	PM2.5	emissions.	1			

The	revision	in	BACT	limits	will	result	in	increases	in	PM,	PM10	and	PM2.5	emissions	and	air	quality	impacts	will	

have	to	be	evaluated.		Hence,	BHPB	has	performed	Class	I	are	modeling	analysis	with	the	revised	emission	rates	

and	demonstrated	that	the	project	will	be	exempted	from	the	ambient	impact	assessment	as	provided	in	40	CFR	

52.21(i)(3).	

It	was	discussed	during	the	meeting	on	April	10,	2013	that	BHPB	would	submit	draft	stack	test	results	and	a	

draft	BACT	analysis	in	advance	of	submittal	of	a	complete	permit	application	to	EPA	Region	IV.		Accordingly,	

BHPB	submitted	a	draft	application	focusing	on	the	revisions	to	the	Best	Available	Control	Technology	(BACT)	

limits	for	VOC	and	CO2e	on	April	24,	2013	and	PM,	PM10,	and	PM2.5,	on	April	30,	2013.		BHPB	is	now	submitting	a	

complete	PSD	and	Title	V	application	including	potential‐to‐emit	calculations,	regulatory	applicability	updates,	

BACT	analyses,	modeling	files,	and	Part	71	Forms	to	EPA	Region	4	for	the	proposed	modifications	to	BACT	

emission	limitations.	

A	summary	of	the	proposed	and	currently	permitted	PM,	PM10,	PM2.5,	VOC	and	CO2e	BACT	emission	limitations	

for	the	main	engines	on	the	DD1	are	provided	below	in	Table	1‐1.	

																																																															

1	77	FR	65107‐65119.			
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Table 1‐1.		Comparison of Currently Permitted and Proposed BACT Emission Limits for DD1 Main

Engines

Emission Unit Pollutant* Proposed BACT

Emission Limit

Currently

Permitted BACT

Emission Limit

Main	Power	Plant	Engines (8)	–	

EU‐001	through	EU‐008	

PM	 5.91E‐04	lb/hp‐hr		

(0.36	g/kW‐hr)		

7.00E‐04	lb/hp‐hr	(0.43	

g/kW‐hr)	

Main	Power	Plant	Engines (8)	–	

EU‐001	through	EU‐008	

PM10

8.22E‐04	lb/hp‐hr		

(0.50	g/kW‐hr)		

4.01E‐04	lb/hp‐hr	(0.24	

g/kW‐hr)	

Main	Power	Plant	Engines (8)	–	

EU‐001	through	EU‐008	

PM2.5

8.05E‐04	lb/hp‐hr		

(0.49	g/kW‐hr)		

3.89E‐04	lb/hp‐hr	(0.24	

g/kW‐hr)	

Main	Power	Plant	Engines (8)	–	

EU‐001	through	EU‐008	

VOC	 1.02E‐03	lb/hp‐hr		

(0.62	g/kW‐hr)	

6.42E‐04	lb/hp‐hr	(0.39	

g/kW‐hr)	

Main	Power	Plant	Engines (8)	–	

EU‐001	through	EU‐008	

CO2e	 1.36	lb/hp‐hr		

(829	g/kW‐hr)	

1.16	lb/hp‐hr		

(705	g/kW‐hr)	

*The	PM	limit	is	based	on	filterable	emissions	only	and	PM10/PM2.5	limits	are	based	on	filterable	and	

condensable	emissions	

1.1. PROPOSED PROJECT POTENTIAL TO EMIT 

The	currently	permitted	emission	rates	as	well	as	the	proposed	potential	to	emit	(PTE)	for	the	various	

pollutants	are	provided	below	in	Table	1‐2.			

Table 1‐2.		Existing PTE (Permit OCS‐EPA‐R4008‐M1) and Proposed Project PTE

Pollutant

DD1

Existing PTE

(Permit

OCS‐EPA‐R4008‐M1)

(tons/ year)

DD1		

Emission

Increase due to

Revised BACT

Limit (tpy)

DD1

Proposed

Project PTE

(tons/year)

PM	 61.62	 ‐6.96 54.66

PM10 37.04	 27.52 64.56

PM2.5 36.06	 27.23 63.29

NOX 1,309.61	 0.00 1,309.61

SO2 0.88	 0.00 0.88

H2SO4 0.03	 0.00 0.03

CO	 310.64	 0.00 310.64

VOC	 85.88	 24.60 110.48

GHG	(CO2e)	 97,953.30	 13,135.56 111,088.86

Lead	 2.01E‐02	 0.00 2.01E‐02

1.2. APPLICATION CONTENTS 

This	permit	modification	application	is	being	submitted	in	accordance	with	40	CFR	55.6(a)(1)	and	satisfies	all	
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applicable	requirements	of	40	CFR	52.21.		This	application	includes	the	following:	

Section	2	contains	the	discussion	of	stack	test	analysis	conducted	on	eight	main	engines	on	DD1;	

Section	3	contains	the	discussion	of	emission	calculation	methodology	for	pollutants	undergoing	BACT	

emission	limit	changes	in	this	application	from	eight	main	engines	on	DD1;	

Section	4	contains	the	air	regulatory	applicability	analysis	update	for	all	eight	main	engines	on	DD1;	

Section	5	contains	the	BACT	review	for	the	eight	main	engines	and	proposed	BACT	emission	limit	

modifications;	

Section	6	contains	the		discussion	on	air	quality	impact	analysis	for	the	proposed	project	based	on	the	

revisions	proposed	in	this	application;			

Section	7	includes	the	Part	71	forms;	

Appendix	A	includes	the	stack	test	results	associated	with	the	DD1main	engines;		

Appendix	B	includes	the	potential‐to‐emit	calculations	associated	with	the	DD1main	engines;		

Appendix	C	includes	RBLC	search	results;		

Appendix	D	includes	a	summary	of	the	model	input	parameters	;	and	

Appendix	E	includes	a	summary	of	the	modeling	files	provided	on	CD	with	this	application.	
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2. DD1 STACK TEST ANALYSIS 

BHPB	commenced	compliance	stack	testing	for	the	main	engines	on	the	DD1	(EU‐001	through	EU‐008)	in	

accordance	with	Permit	No.	OCS‐EPA‐R4008‐M1	on	March	31,	2013.		Based	on	the	preliminary	stack	test	results,	

the	emission	rates	of	NOX	and	CO	demonstrate	compliance	with	the	current	BACT	limits	of	12.1	g/kW‐hr	and	

1.98	g/kW‐hr,	respectively.		However,	the	preliminary	stack	test	results	also	indicate	that	emissions	would	

exceed	the	PM,	PM10,	PM2.5,	VOC,	and	CO2e	BACT	limits	in	the	current	permit.		These	BACT	limits	were	based	on	

U.S.	EPA	AP‐42	emission	factors,	which	were	the	best	available	data	at	the	time	of	the	original	permit	

application.		Since	the	submittal	of	the	original	application,	BHPB	has	obtained	actual	data	from	the	operation	of	

the	main	engines	across	low,	medium,	and	high	operating	loads	expected	during	the	proposed	exploratory	

drilling	activities.		Therefore,	BHPB	is	proposing	to	revise	the	BACT	limits	to	reflect	operating	limits	that	

correspond	to	actual	stack	test	results	and	are	achievable	over	the	life	of	the	main	engines.	

BHPB	is	proposing	to	revise	the	BACT	limits	of	PM,	PM10,	PM2.5,	VOC	and	CO2e	for	the	eight	main	engines	on	the	

DD1	currently	authorized	in	the	permit.			

The	following	approach	was	used	to	establish	the	revised	BACT	limits	for	PM,	PM10	and	PM2.5	for	the	main	

engines.	

The	compliance	stack	test	was	performed	for	three	runs	at	each	load	(low,	medium	and	high).	

The	average	emissions	across	these	three	runs	at	each	load	were	calculated	for	each	engine.	

The	calculation	methodology	using	Method	5	and	Method	202	results,	proposed	in	the	letter	submitted	

to	EPA	Region	4	on	April	16,	2013,	was	used	to	calculate	PM10	and	PM2.5	emissions	at	each	load.	

An	analysis	of	the	test	results	was	completed	to	develop	the	BACT	limit	for	PM,	PM10	and	PM2.5.		Based	on	a	

review	of	the	engines,	the	Engine	#3	and	Engine	#5	results	were	excluded	from	the	BACT	determination.		Engine	

#5	was	excluded	due	to	the	fact	that	it	did	not	have	the	same	emission	controls	as	the	other	seven	engines.		

Engine	#3	was	excluded	due	to	the	fact	that	one	of	the	three,	one‐hour	test	runs	was	conducted	prior	to	reaching	

the	designated	low	load	operating	condition	specified	in	the	site	specific	test	protocol.			Therefore,	the	three	run	

average	test	result	for	Engine	#3	was	deemed	not	representative	of	normal	operating	load	conditions.		Based	on	

a	review	of	the	remaining	test	data,	all	of	the	other	compliance	test	results	are	expected	to	represent	the	range	of	

operations	that	are	encountered	over	the	life	of	the	main	engines.		As	a	result,	the	BACT	limits	have	been	

established	based	on	the	highest	3‐run	average	test	result	from	a	single	engine,	irrespective	of	operating	load	

(except	Engine	#3	and	Engine	#5	as	described	previously).	

The	preliminary	results	of	the	PM,	PM10	and	PM2.5	compliance	stack	testing	are	presented	in	Appendix	A‐1.		The	

proposed	BACT	limits	for	PM,	PM10	and	PM2.5	based	on	the	preliminary	stack	test	results	and	the	methodology	

described	above	are	presented	in	Table	5‐2.		

Additionally,	the	following	approach	was	used	to	establish	the	revised	BACT	limits	for	VOC	and	CO2e	for	the	

main	engines.	

The	compliance	stack	test	was	performed	for	three	runs	at	each	load	(low,	medium	and	high).	
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The	average	emissions	across	these	three	runs	at	each	load	were	calculated	for	each	engine.	

An	analysis	of	the	test	results	was	completed	to	develop	the	BACT	limit	for	VOC	and	CO2e.		Based	on	

a	review	of	the	engines,	the	Engine	#5	results	were	excluded	from	the	BACT	determination	due	to	

the	fact	that	it	did	not	have	the	same	emission	controls	as	the	other	seven	engines.		As	a	result,	the	

BACT	limits	were	set	equal	to	the	highest	3‐run	average	test	result	from	a	single	engine,	irrespective	

of	operating	load	(excluding	Engine	#5).	

The	preliminary	results	of	the	VOC	and	CO2	compliance	stack	testing	are	presented	in	Appendix	A‐2.		The	

proposed	BACT	limits	for	VOC	and	CO2e	based	on	the	preliminary	stack	test	results	and	the	methodology	

described	above	are	presented	in	Table	5‐4	and	Table	5‐6,	respectively.	
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3. EMISSION CALCULATIONS 

As	described	in	Section	1,	BHPB	is	proposing	to	revise	the	current	AP‐42	emission	factors	based	PM,	PM10,	PM2.5,	

VOC	and	CO2e	BACT	limits	for	the	eight	main	engines	on	the	DD1	currently	authorized	in	the	permit.		This	

section	provides	descriptions	of	the	emissions	calculation	methodologies,	sources	of	emission	factors,	and	

operating	parameter	assumptions	used	in	developing	emissions	calculations	for	the	aforementioned	pollutants.		

The	detailed	emissions	calculations	are	included	in	Appendix	B	of	this	application.	

3.1. EMISSION CALCULATION METHODOLOGY

The	emissions	sources	and	operations	on	the	DDI	proposed	under	this	modification	application	include	eight	

main	power	plant	engines	on	the	DD1	semisubmersible.	

3.1.1. Main Power Plant Engines (EU‐001 through EU‐008)

The	DD1	consists	of	eight	identical	5,096	HP	diesel‐fired	engines	that	each	drive	an	electricity	generator	

with	maximum	rated	output	of	3,800	kW	each	based	on	the	engine	certifications.		The	power	generated	is	

used	to	fulfill	all	drilling,	station	keeping	requirements	and	other	operational	needs	of	the	DD1	

semisubmersible	ship.		Emissions	are	generated	as	a	result	of	combustion	of	diesel	fuel	in	the	engines.	

Emissions Factors	–	The	sources	of	emission	factors	used	to	estimate	emissions	for	each	of	the	eight	engines	

are	summarized	below.	

EPA Guidance Documents –The	emission	factors	for	CH4	and	N2O	are	based	on	Inventory of U.S. Greenhouse

Gases and Sinks: 1990‐2008 (April 2010),	U.S.	EPA	#	430‐R‐10‐006,	Annex	3,	Table	A‐81.		Emission	factors	for	

petroleum	fuel	and	industrial	sector	are	used.		Emission	factors	converted	to	lb/hp‐hr	based	on	1	GJ	

(Gigajoule)	=	109	joules.		One	joule	=	9.486×10‐4	Btu.		The	emission	factor	for	CO2e	has	been	calculated	

using	the	Global	Warming	Potentials	(GWPs)	obtained	from	40	CFR	98	Subpart	A.			

Proposed BACT Limits	–	Emissions	estimates	for	PM,	PM10,	PM2.5,	VOC	and	CO2e	are	based	on	data	

obtained	from	stack	testing	conducted	on	the	eight	main	engines	after	the	issuance	of	the	Permit	No.	

OCS‐EPA‐R4008‐M1	on	March	31,	2013.		Three	test	runs	were	conducted	on	each	engine	at	these	

different	loads	and	methodologies	described	in	Section	2	were	followed	to	establish	emission	factor	

and	estimate	emissions.		The	PM	limit	is	based	on	filterable	emissions	only	and	PM10/PM2.5	limits	are	

based	on	filterable	and	condensable	emissions.			

Operating Parameters	–	The	maximum	hourly	and	annual	emissions	from	the	power	plant	engines	have	been	

calculated	based	on	the	following	operating	parameters.	

Maximum Hourly Emissions –The	maximum	electricity	requirement	for	station	keeping	and	drilling	is	

18,000	kW.		Since	each	engine/generator	is	capable	of	producing	a	maximum	of	3,800	kW	of	electricity,	a	

total	of	five	engines	operating	simultaneously	at	94.8%	load	(18,000	kW)	is	assumed	to	represent	the	

combined	maximum	hourly	emissions	from	all	eight	engines.		The	maximum	hourly	emissions	estimate	for	

each	engine	is	based	on	a	100%	load	assumption.		Please	note	that	while	it	is	possible	that	more	than	five	

engines	may	operate	simultaneously,	the	total	maximum	hourly	electricity	generated	from	the	eight	

engines/generators	will	not	exceed	18,000	kW.		
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Annual Emissions – Annual	emissions	for	the	eight	main	power	plant	engines	have	been	calculated	based	

on	an	operating	time	of	6,570	hours	per	year	per	engine.		Based	on	an	annual	average	electricity	

requirement	of	15,000	kW	for	station	keeping	and	drilling,	and	a	maximum	generator	electric	output	rating	

of	3,800	kW	per	generator/engine,	an	average	load	of	49%	for	each	of	the	eight	main	power	plant	engines	is	

used	to	estimate	potential	annual	emissions.		Please	note	that	while	it	is	possible	that	one	or	more	of	the	

eight	engines	may	operate	at	a	load	greater	than	49%,	the	annual	emissions	for	the	engines	will	not	exceed	

the	proposed	potential	annual	emissions	for	the	engines.
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4. REGULATORY APPLICABILITY 

This	section	provides	the	air	quality	regulations	that	are	applicable	to	this	permit	modification	application.		As	

discussed	in	Section	1,	this	permit	application	is	being	submitted	to	revise	the	BACT	limits	for	PM,	PM10,	PM2.5,	

VOC	and	CO2e	for	the	eight	main	engines	on	the	DD1	currently	authorized	in	Permit	No.	OCS‐EPA‐R4008‐M1.		As	

the	proposed	exploratory	drilling	operations	will	still	be	carried	out	beyond	25	miles	of	the	nearest	States’	

seaward	boundary,	it	will	be	outside	of	the	corresponding	state	and	local	regulatory	authority	and	will	not	be	

subject	to	any	state	or	local	regulations.	

A	detailed	regulatory	applicability	review	was	provided	in	the	original	application	that	resulted	in	the	Permit	

No.	OCS‐EPA‐R4008‐M1.			BHPB	will	continue	to	comply	with	all	applicable	regulatory	requirements	as	specified	

in	Permit	No.	OCS‐EPA‐R4008‐M1	issued	March	13,	2013.		Therefore,	this	application	only	addresses	necessary	

changes	in	regulatory	applicability	associated	with	the	proposed	modification	as	presented	in	this	presentation.		

A	detailed	overview	of	the	applicability	of	each	federal	air	quality	regulation	applicable	to	the	eight	main	engines	

on	DD1	is	provided	in	the	following	sections.		

4.1. PREVENTION OF SIGNIFICANT DETERIORATION REGULATIONS 

To	determine	the	applicability	of	PSD	permitting	requirements	and	the	pollutants	to	which	these	requirements	

would	apply,	the	emissions	estimates	from	the	proposed	operations	were	compared	to	the	respective	PSD	major	

source	threshold	and	SER.		As	required	by	40	CFR	55.13,	the	source‐wide	potential	emissions	were	calculated	by	

including	the	emissions	from	sources	associated	with	the	proposed	exploratory	drilling	operations	along	with	

the	associated	support	vessels	while	at	the	source,	and	while	enroute	to	or	from	the	source	when	within	25	

miles	of	the	source.			

After	proposed	modifications	the	OCS	source	continues	to	qualify	as	a	major	source	under	the	PSD	program	

because	potential	annual	emissions	of	NOX,	CO2e,	and	CO	are	each	greater	than	the	applicable	major	source	

threshold.		Additionally,	PSD	review	is	required	for	PM,	PM10,	PM2.5,	CO2e,	and	VOCs,	because	emissions	of	these	

pollutants	exceed	their	respective	PSD	SERs	based	on	the	proposed	modification.	

In	accordance	with	40	CFR	52.21(i)(3),	the	requirements	under	40	CFR	52.21(k),	(m),	and	(o)	do	not	apply	to	a	

major	stationary	source	or	major	modification	with	respect	to	a	particular	pollutant,	if	the	allowable	emissions	

of	that	pollutant	from	the	source,	or	the	net	increase	of	that	pollutant	from	the	modification	would	not	impact	a	

Class	I	area,	would	not	impact	an	area	where	an	applicable	increment	is	known	to	be	violated,	and	when	the	

source	would	be	temporary	(i.e.,	less	than	two	(2)	years	of	operation).		The	proposed	project	meets	these	

criteria	and	qualifies	for	the	exemption	from	40	CFR	52.21(k),	(m),	and	(o)	as	explained	below:	

BHPB	is	proposing	to	limit	duration	of	the	proposed	Project	to	two	years	and	hence,	the	proposed	OCS	

source	qualifies	as	a	temporary	source.	

BHPB	performed	an	air	quality	modeling	analysis	as	a	part	of	the	original	application	submitted	to	EPA	

Region	4	and	FLM	to	demonstrate	that	the	potential	emissions	from	the	proposed	project	will	not	

adversely	impact	any	Class	I	area.		The	modeling	analyses	demonstrated	that	PSD	Class	I	area	Increment	

standards	and	AQRV	thresholds	for	regional	haze	and	deposition	were	not	exceeded	at	three	Class	I	

areas	located	within	300	kilometers	of	the	proposed	project	operations.	

The	proposed	project	location	is	at	least	120	miles	from	the	nearest	U.S.	shoreline.		Trinity	had	

previously	contacted	the	regulatory	agencies	of	Louisiana,	Mississippi,	Alabama,	and	Florida	to	confirm	

that	there	are	no	areas	along	the	EGOM	state‐seaward	boundary	with	known	violations	of	PSD	

increments.		As	such,	the	proposed	project	would	impact	no	area	where	an	applicable	PSD	Increment	is	

known	to	be	violated.		
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Since	the	proposed	project	meets	the	above	discussed	criteria,	the	project	will	not	be	subject	to	the	following	

requirements	under	40	CFR	52:	

An	analysis	of	the	source’s	impact	on	total	air	quality	to	ensure	compliance	with	the	NAAQS	and	the	

applicable	maximum	allowable	increase	over	the	baseline	concentration	in	any	area,	per	40	CFR	

52.21(k);	

Ambient	air	quality	analysis	per	40	CFR	52.21(m);	and		

An	analysis	of	source	related	growth	impacts	as	well	as	an	analysis	of	the	impairment	to	soils,	

vegetation,	and	visibility	per	40	CFR	52.21(o)	

4.2. NEW SOURCE PERFORMANCE STANDARDS (NSPS) 

NSPS	require	new,	modified,	or	reconstructed	sources	in	applicable	source	categories	to	control	emissions	to	the	

level	achievable	by	the	best	demonstrated	technology	as	specified	in	the	applicable	provisions.		A	regulatory	

applicability	determination	and	a	summary	of	potentially	applicable	NSPS	subparts	for	the	equipment	

associated	with	the	proposed	project	operations	as	presented	in	this	application	are	provided	in	the	following	

subsections.		

4.2.1. 40 CFR 60 Subpart A – General Provisions

All	affected	sources	subject	to	an	NSPS	are	also	subject	to	the	general	provisions	of	NSPS	Subpart	A	unless	

specifically	excluded	by	the	source‐specific	NSPS.		NSPS	Subpart	A	requires	the	following	of	facilities	subject	to	a	

source‐specific	NSPS:	

Initial	construction/reconstruction	notification	

Initial	startup	notification	

Performance	tests	

Performance	test	date	initial	notification	

General	monitoring	requirements	

General	recordkeeping	requirements	

Semiannual	monitoring	system	and/or	excess	emission	reports	

General	control	device	and	work	practice	requirements	

Source‐specific	NSPS	provisions	can	supersede	NSPS	Subpart	A	as	noted	in	the	relevant	NSPS	Subpart.	

4.2.2. 40 CFR 60 Subpart IIII – Stationary Compression Ignition Internal Combustion

Engines

NSPS	Subpart	IIII,	Standards of Performance for Stationary Compression Ignition Internal Combustion Engines,	

provides	standards	for	manufacturers,	owners,	and	operators	of	stationary	compression	ignition	(CI)	internal	

combustion	engines	(ICE).		This	subpart	provides	standards	for	owners	and	operators	of	stationary	CI	ICE	that	

commence	construction	after	July	11,	2005	where	the	stationary	IC	engines	are:	

Manufactured	after	April	1,	2006	and	are	not	fire	pump	engines	[40	CFR	60.4200(a)(2)(i)];	or		

Manufactured	 as	 a	 certified	National	 Fire	 Protection	Association	NFPA)	 fire	 pump	 engine	 after	 July	 1,	

2006	[40	CFR	60.4200(a)(2)(ii)].	

This	subpart	is	also	applicable	to	owners	and	operators	of	stationary	CI	ICE	that	modify	or	reconstruct	their	

stationary	CI	ICE	after	July	11,	2005	[40	CFR	60.4200(a)(3)].
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4.2.2.1. Non‐Applicability Analysis

The	eight	main	stationary	CI	ICE	engines	(EU‐001	through	EU‐008)	with	an	engine	rating	>	500	HP	were	

manufactured	in	2002	and	are	not	subject	to	this	regulation	because	the	engines	were	not	manufactured	after	

April	1,	2006	and	not	reconstructed	after	July	11,	2005.	

4.3. NATIONAL EMISSION STANDARDS FOR HAZARDOUS AIR POLLUTANTS 

(40 CFR PART 61) 

Per	40	CFR	55.13(e),	40	CFR	Part	61	together	with	any	other	provisions	promulgated	pursuant	to	section	112	of	

the	Clean	Air	Act	shall	apply	to	OCS	sources	if	rationally	related	to	the	attainment	and	maintenance	of	federal	or	

state	ambient	air	quality	standards	or	the	requirements	of	part	C	of	title	I	of	the	Clean	Air	Act	(PSD).	

4.3.1. 40 CFR 61 Subpart A – General Provisions

40	CFR	61	Subpart	A	provides	the	general	provisions	to	which	each	source	subject	to	another	Part	61	subpart	

must	comply	unless	specifically	excluded	by	the	applicable	subpart.		These	provisions	include	initial	notification	

and	performance	testing,	recordkeeping,	and	monitoring	requirements	for	all	other	subparts	as	applicable.		Part	

61	applies	to	owners	or	operators	of	any	stationary	source	for	which	a	pollutant‐specific	standard	is	prescribed	

under	this	part.		No	additional	subparts	under	the	40	CFR	Part	61	applies	to	the	modification	proposed	in	this	

application.		

4.4. NATIONAL EMISSION STANDARDS FOR HAZARDOUS AIR POLLUTANTS 

(40 CFR PART 63) 

Per	40	CFR	55.13(e),	40	CFR	Part	63	together	with	any	other	provisions	promulgated	pursuant	to	section	

112	of	the	Clean	Air	Act	shall	apply	to	OCS	sources	if	rationally	related	to	the	attainment	and	maintenance	

of	federal	or	state	ambient	air	quality	standards	or	the	requirements	of	part	C	of	title	I	of	the	Clean	Air	Act	

(PSD).			

NESHAP	apply	to	major	sources	of	HAP	or	specifically	designated	area	sources	of	HAP.		A	HAP	major	source	

is	defined	as	having	potential	emissions	in	excess	of	10	tons	per	year	for	any	individual	HAP	and/or	25	tons	

per	year	for	total	HAPs.		The	potential	to	emit	for	the	exploratory	drilling	operations	defines	the	proposed	

activities	as	an	area	source	of	HAP,	because	potential	HAP	emissions	are	less	than	the	major	source	

thresholds.		Potentially	applicable	NESHAP	subparts	for	area	sources	are	discussed	below.	

4.4.1. 40 CFR Part 63 Subpart A – General Provisions

All	affected	sources	are	subject	to	the	general	provisions	of	Part	63	NESHAP	Subpart	A	unless	specifically	

excluded	by	the	source‐specific	NESHAP.		These	provisions	include	initial	notification	and	performance	testing,	

recordkeeping,	reporting,	monitoring,	and	control	device	and	work	practice	standards	for	all	other	subparts	as	

applicable.			

4.4.2. 40 CFR 63 Subpart ZZZZ	‐	Stationary Reciprocating Internal Combustion Engines		

NESHAP	Subpart	ZZZZ,	National Emission Standards for Hazardous Air Pollutants for Stationary Reciprocating

Internal Combustion Engines,	provides	emission	limitations	and	operating	limitations	for	HAPs	emitted	from	

stationary	reciprocating	internal	combustion	engines	(RICE)	located	at	major	sources	and	area	sources	of	HAP	

emissions.		BHPB's	proposed	exploratory	drilling	operations	in	this	application	will	be	an	area	source	for	HAPs	

and	therefore	potentially	subject	to	applicable	requirements	of	this	subpart	for	area	sources.			
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Per	40	CFR	63.6590(a)(1)(iii),	stationary	RICE	located	at	an	area	source	of	HAP	emissions	would	be	defined	as	

an	existing	source	under	the	requirements	of	this	Subpart	if	the	construction	of	the	stationary	RICE	is	

commenced	before	June	12,	2006.		Therefore,	the	eight	main	stationary	CI	ICE	engines	(EU‐001	through	EU‐008)	

proposed	in	this	application	are	classified	as	existing	non‐emergency	stationary	CI	RICE	located	at	an	area	

source.	

Per	40	CFR	63.6603(c),	if	an	existing	stationary	non‐emergency	CI	RICE	with	a	site	rating	of	more	than	300	HP	

located	on	an	offshore	vessel	that	is	an	area	source	of	HAP	and	is	a	nonroad	vehicle	that	is	an	Outer	Continental	

Shelf	(OCS)	source	as	defined	in	40	CFR	55.2,	it	does	not	need	to	meet	the	numerical	CO	emission	limitations	

specified	in	Table	2d	of	the	Subpart	ZZZZ.		However,	the	following	management	practices	needs	to	be	met:	

Change	oil	every	1,000	hours	of	operation	or	annually,	whichever	comes	first.		Or,	utilize	an	oil	analysis	

program	as	prescribed	in	40	CFR	63.6625(i)	in	order	to	extend	the	specified	oil	change	requirement;	

Inspect	and	clean	air	filters	every	750	hours	of	operation	or	annually,	whichever	comes	first,	and	replace	as	

needed;	

Inspect	fuel	filters	and	belts,	if	installed,	every	750	hours	of	operation	or	annually,	whichever	comes	first,	

and	replace	as	needed;	and,	

Inspect	all	flexible	hoses	every	1,000	hours	of	operation	or	annually,	whichever	comes	first,	and	replace	as	

needed.	

Per	40	CFR	63.6655,	records	of	management	practices	as	discussed	above	need	to	be	kept	in	readily	accessible	

hard	or	electronic	form	for	at	least	5	years	following	the	date	of	each	maintenance	activity.	

4.5. FEDERAL OPERATING PERMITS PROGRAM (40 CFR PART 71) 

The	Federal	Operating	Permits	Program	(40	CFR	71)	sets	forth	the	comprehensive	Federal	air	quality	operating	

permits	permitting	program	consistent	with	the	requirements	of	Title	V	of	the	Clean	Air	Act	and	defines	the	

requirements	and	the	corresponding	standards	and	procedures	by	which	the	Administrator	will	issue	operating	

permits.2		Using	the	procedures	of	40	CFR	71,	the	Administrator	will	issue	permits	to	any	source	which	is	an	OCS	

source	that	is	located	beyond	25	miles	of	States'	seaward	boundaries,	as	defined	under	40	CFR	55.2.3		Part	71	

forms	relevant	to	the	proposed	modification	are	included	in	Section	7	of	this	application.	

																																																															

2	40	CFR	71.1(a)	

3	40	CFR	71.4(d)(1)	
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5. BACT ANALYSIS 

As	required	by	40	CFR	52,	Best	Available	Control	Technology	(BACT)	must	be	applied	to	reduce	or	eliminate	air	

emissions	from	a	new	or	modified	facility.		PSD	BACT	is	defined	as:4

“an emissions limitation (including a visible emission standard) based on the maximum degree of reduction for each

pollutant subject to regulation under Act which would be emitted from any proposed major stationary source or

major modification which the Administrator, on a case‐by‐case basis, taking into account energy, environmental,

and economic impacts and other costs, determines is achievable for such source or modification through

application of production processes or available methods, systems, and techniques, including fuel cleaning or

treatment or innovative fuel combustion techniques for control of such pollutant. In no event shall application of

best available control technology result in emissions of any pollutant which would exceed the emissions allowed by

any applicable standard under 40 CFR parts 60 and 61.		If the Administrator determines that technological or

economic limitations on the application of measurement methodology to a particular emissions unit would make

the imposition of an emissions standard infeasible, a design, equipment, work practice, operational standard, or

combination thereof, may be prescribed instead to satisfy the requirement for the application of best available

control technology.		Such standard shall, to the degree possible, set forth the emissions reduction achievable by

implementation of such design, equipment, work practice or operation, and shall provide for compliance by means

which achieve equivalent results.”

EPA	has	developed	a	“top‐down”	process	that	can	be	used	to	ensure	that	a	BACT	analysis	satisfies	the	applicable	

legal	criteria.		Presented	below	are	the	five	basic	steps	of	a	top‐down	BACT	review	as	identified	by	the	EPA.5

STEP 1 – IDENTIFY ALL CONTROL TECHNOLOGIES

Step	1	of	the	top‐down	approach	requires	that	all	available	control	options	that	are	potentially	applicable	to	the	

proposed	source	are	identified.		It	is	the	applicant’s	responsibility	to	identify	available	control	options	by	

consulting	the	EPA’s	Reasonably	Available	Control	Technology	(RACT)/BACT/Least	Achievable	Emission	Rate	

(LAER)	clearinghouse	(RBLC),	along	with	other	reliable	sources.		Viable	control	options	are	those	technologies	

that	have	a	practical	potential	for	application	to	the	emissions	unit	and	the	regulated	pollutant	under	evaluation.	

STEP 2 – ELIMINATE TECHNICALLY INFEASIBLE OPTIONS

Step	2	of	the	top‐down	approach	allows	for	the	elimination	of	control	options	that	are	technically	infeasible.		

Also,	each	technology	should	be	“demonstrated”	(previously	installed	and	operated	successfully	on	a	similar	

facility);	or	if	undemonstrated,	then	the	applicant	must	determine	whether	the	technology	is	both	“available”	

and	“applicable.”		Technologies	identified	in	Step	1	that	are	neither	demonstrated	nor	found	to	be	both	available	

and	applicable	are	eliminated	under	Step	2.	

STEP 3 – RANK REMAINING CONTROL TECHNOLOGIES

Step	3	of	the	top‐down	approach	requires	ranking	of	the	remaining	control	technologies	based	on	control	

effectiveness.		If	there	is	only	one	remaining	option	or	if	all	of	the	remaining	technologies	could	achieve	

equivalent	control	efficiencies,	ranking	based	on	control	efficiency	is	not	required.	

STEP 4 – EVALUATE MOST EFFECTIVE CONTROLS

Step	4	of	the	top‐down	approach	allows	for	the	elimination	of	control	options	based	on	collateral	impacts.		In	

descending	order,	the	applicant	should	evaluate	and	compare	the	collateral	impacts	of	each	control	option.		The	

permitting	authority	(EPA)	has	discretion	on	weighting	each	area	of	collateral	impact.		This	step	validates	the	

suitability	of	the	top	control	option	identified	or	provides	a	clear	justification	as	to	why	the	top	option	should	

																																																															

4 40	CFR	52.21(b)(12)

5	U.S.	EPA.	Draft New Source Review Workshop Manual,	Chapter	B.	Research	Triangle	Park,	North	Carolina,	October,	1990.	
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not	be	selected	as	BACT.		Costs	of	installing	and	operating	control	technologies	are	estimated	and	annualized	

following	the	methodologies	outlined	in	the	U.S.	EPA’s	OAQPS Control Cost Manual (CCM).6

STEP 5 – SELECT BACT

Step	5	of	the	top‐down	approach	requires	selection	of	BACT	for	the	emissions	unit	and	the	regulated	pollutant	

under	evaluation.		The	most	effective	control	alternative	not	eliminated	in	Step	4	is	selected	as	BACT	with	a	

corresponding	emission	limit	established.		The	selection	of	BACT	in	the	fifth	step	involves	an	evaluation	of	

emission	rates	achievable	with	the	selected	control	technology.		BACT	is	an	emissions	limit	unless	technological	

or	economic	limitations	of	the	measurement	methodology	would	make	the	imposition	of	an	emissions	standard	

infeasible,	in	which	case	a	work	practice	or	operating	standard	can	be	imposed.		Selected	BACT	can	be	no	less	

stringent	than	an	applicable	NSPS,	MACT,	or	RACT.	

BHPB	is	proposing	to	modify	BACT	emission	limits	for	PM,	PM10,	PM2.5,	VOC	and	CO2e	associated	with	operation	

of	the	eight	main	engines	on	DD1.		As	a	result,	PSD	BACT	must	be	reevaluated	for	the	eight	main	engines	in	this	

application	for	emissions	of	PM,	PM10,	PM2.5,	VOC	and	CO2e.	

																																																															

6	Office	of	Air	Quality	Planning	and	Standards	(OAQPS),	EPA Air Pollution Control Cost Manual,	Sixth	Edition,	EPA	452‐02‐001	

(http://www.epa.gov/ttn/catc/products.html#cccinfo),	Daniel	C.	Mussatti	&	William	M.	Vatavuk,	January	2002.	
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5.1. PM/PM10/PM2.5 BACT ANALYSIS FOR DD1 MAIN ENGINES 

In	this	section	BACT	is	addressed	for	the	PM,	PM10	and	PM2.5	emissions	from	the	eight	internal	

combustion	main	engines	on	DD1.		

A	general	review	of	EPA’s	Reasonably	Available	Control	Technology	(RACT)/BACT/Lowest	

Achievable	Emission	Rate	(LAER)	Clearinghouse	(RBLC)	has	been	performed	for	diesel‐fired	engines	

located	at	both,	offshore	and	onshore	sources.		For	the	RBLC	review,	only	the	most	recent	

determinations	from	the	previous	ten	years	were	considered	(from	January	1,	2003	onwards).		

However,	it	should	be	noted	that	the	control	technologies	evaluated	in	the	“top‐down”	analysis	for	

engines	were	not	limited	to	the	controls	listed	in	the	RBLC	database.		The	permits	recently	

proposed/issued	for	similar	OCS	sources	have	also	been	reviewed	in	addition	to	surveying	available	

literature	and	discussion	with	engine	manufacturers7	to	identify	potential	control	technologies.		

Details	of	the	BACT	analysis	are	discussed	in	the	remainder	of	this	section.		

Diesel	particulate	emissions	are	primarily	products	of	incomplete	combustion	of	diesel	fuel	in	the	

combustion	chamber.		These	particulate	emissions	contain	a	mixture	of	soot,	sulfates,	dust,	

inorganic	metals,	trace	metals,	and	a	soluble	organic	fraction	(SOF)	that	is	composed	of	lube	oil‐

derived	hydrocarbons	and	unburned	diesel	fuel.		The	majority	of	PM	emissions	from	stationary	

diesel	engines	are	PM2.5.

8		Therefore,	BACT	for	PM,	PM10	and	PM2.5	is	addressed	together	as	any	

control	technology	available	for	control	of	PM2.5	will	also	effectively	control	PM	and	PM10.		The	main	

diesel	engines	are	used	to	power	the	thrusters	that	hold	the	ship	on	location	(i.e.,	station	keeping),	

as	well	as	power	the	drilling	equipment	and	other	operational	needs	of	the	ship.		The	main	diesel	

engines	operate	at	variable	loads	based	on	drilling	and	operational	power	demand,	and	extensive	

“reserve”	power	is	required	to	adjust	for	environmental	conditions,	currents,	and	the	demands	of	

the	rig.			In	addition,	engine	efficiency	and	performance	typically	degrade	over	time,	resulting	in	

increased	PM/PM10/PM2.5	emissions.		These	factors	are	important	considerations	in	the	BACT	

analysis	for	these	engines.	

Based	on	a	review	of	RBLC	results,	recently	proposed/issued	OCS	permits,	and	available	literature,	

the	following	technologies	were	identified	as	potentially	applicable	for	controlling	PM/PM10/PM2.5

emissions	from	the	diesel	engines:	

 Baghouse	(Fabric	Filter);	

 Diesel	Oxidation	Catalyst	(DOC);	

 Diesel	Particulate	Filter	(DPF)/Catalytic	Diesel	Particulate	Filter	(CDPF);	

 4‐Way	Catalyst	Converter	with	Exhaust	Gas	Recirculation	System;

 Ultra	Low	Sulfur	Fuel/Low	Ash	Fuel;	

 Fuel	Injection	Timing	Retard;	

 Positive	Crankcase	Ventilation	(PCV);	

 Turbocharger	and	Aftercooler;	

																																																															

7	Phone	communication	between	Ms.	Kalindi	Khadapkar	(Trinity	Consultants	Inc.)	and	Mr.	Chimas	Sylve	(Caterpillar)	on	April	26,	

2013.

8	Per	Section	3.1.2.1,	Alternative Control Techniques Document: Stationary Diesel Engines (Final Report),	Prepared	For:	Energy	

Strategies	Group,	U.S.	Environmental	Protection	Agency	(EPA)	Office	of	Air	Quality	Planning	and	Standards,	March	5,	2010.			
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 High	Pressure	Fuel	Injection	(HPFI)/High	Efficiency	Fuel	Injection	(HEFI)	System;	

 Replacement	of	Older	Engines	with	New	Engines/EPA	Tier	2	Standards;	and	

 Good	Combustion	Practices.	

A	complete	list	of	recent	PM/PM10/PM2.5	BACT	determinations	found	in	the	RBLC	Database	is	

included	in	Appendix	C.		A	five	step	“top‐down”	process	developed	by	EPA	was	followed	to	ensure	

that	the	BACT	analysis	satisfies	the	applicable	criteria	as	identified	by	the	EPA.9		The	top‐down	BACT	

analysis	for	PM/PM10/PM2.5	from	the	engines	is	presented	in	Table	5‐1	below.	

																																																															

9	U.S.	EPA.	Draft New Source Review Workshop Manual,	Chapter	B.	Research	Triangle	Park,	North	Carolina,	October,	1990.	
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Table	5‐1. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	PARTICULATE	MATTER	(PM), PARTICULATE	MATTER	LESS	THAN	10 MICRONS	(PM10), 

Process STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES

STEP 2. ELIMINATE 

ID Process Process Description PSD Pollutant 

Control

Technology Control Technology Description

RBLC

Database

Information Techn

EU‐001	through		EU‐008	

Diesel‐Fired	Internal	Combustion	Engines	

Power	Plant	Engines	(8)	 PM/PM10/PM2.5

[1]	

Baghouse	(Fabric	Filter)	

Fabric	filters	(or	baghouses)	collect	particulate	matter	on	the	surfaces	of	filter	bags.		Most	of	the	particles	are	captured	by	inertial	impaction,	interception,	Brownian	diffusion,	and	sieving	on	already	collected	particles	that	have	formed	a	dust	layer	on	the	bags.		A	baghouse	consists	of	several	filtering	elements	(bags)	and	a	bag	cleaning	system,	all	contained	in	a	main	shell	structure	equipped	with	dust	hoppers.	

Listed	in	RBLC	Database	for	onshore	sources	only.	

Infeasible for all engineBaghouses	are	considereall	engines	as	use	of	a	bagpressure	drop	across	exhback	pressure	on	the	engthe	engine,	thus	posing	soffshore	operations	propcause	a	reduction	in	fuel	unacceptable	pressure	drof	a	large	fabric	area	wouwould	require	a	significaRequired	space	would	initself	as	well	as	the	remomaterial.		Installation	of	asignificant	space	reassignunavailable,	and	therefor

the	vessel	itself.

Diesel	Oxidation	Catalyst	(DOC)	

Diesel	Oxidation	Catalysts	(DOCs)	contain	precious	metals	[for	e.g.,	platinum	(Pt)	or	palladium	(Pd)]	impregnated	onto	a	high	geometric	surface	area	carrier	and	are	placed	in	the	exhaust	stream	of	the	engine	to	reduce	emissions	of	PM,	THC,	and	CO.		The	DOC	works	by	oxidizing	CO,	gaseous	hydrocarbons	and	liquid	hydrocarbon	particles	(unburned	fuel	and	oil)	in	the	exhaust	gas	to	CO2	and	H2O.		The	reduction	

of	PM,	THC,	and	CO	varies	depending	on	the	catalyst	formulations	in	the	DOC.		Oxidation	catalysts	reduce	particulate	emissions	from	diesel	engines	by	oxidizing	the	soluble	organic	fraction	(SOF)	of	the	particulate.		Under	certain	operating	conditions,	oxidation	catalysts	are	known	to	have	achieved	SOF	removal	efficiencies	of	80	to	90	percent	with	an	overall	PM	reduction	of	approximately	20	to	50	percent.[2]			In	addition,	DOCs	have	been	verified	to	reduce	emissions	of	CO	and	THC	by	as	much	as	90	percent.		However,	actual	emission	reductions	vary	as	a	result	of	engine	type,	size,	age,	duty	cycle,	condition,	maintenance	procedures,	baseline	emissions,	test	procedure,	product	manufacturer	and	the	fuel	sulfur	level.		[2]	

Not	Listed	in	RBLC	Database.	

Infeasible for all engine

Due	to	the	large	load	varexploratory	drilling	opersustain	constant	steady	sfor	sufficient	time	periodcatalyst	performance,	resDOCs	would	also	lead	to	exhaust	flow	resulting	incould	cause	plugging	of	tconcerns	for	the	types	ofSeveral	non‐combustiblepresent	in	engine	lube	oiheavy	metals,	may	colleccatalyst	in	the	DOC.	This	technology	has	not	btested	on	a	commerciallyon	the	large	diesel	engine
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Table	5‐1. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	PARTICULATE	MATTER	(PM), PARTICULATE	MATTER	LESS	THAN	10 MICRONS	(PM10), 

Process STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES

STEP 2. ELIMINATE 

ID Process Process Description PSD Pollutant 

Control

Technology Control Technology Description

RBLC

Database

Information Techn

EU‐001	through		EU‐008	

Diesel‐Fired	Internal	Combustion	Engines		

Power	Plant	Engines	(8)	 PM/PM10/PM2.5

[1]	

Diesel	Particulate	Filter	(DPF)/	Catalytic	Diesel	Particulate	Filter	(CDPF)	

The	DPF	is	typically	designed	around	a	wall	flow	substrate	that	captures	PM	from	the	diesel	engine	exhaust	in	the	cell	walls.		As	the	diesel	exhaust	gas	

passes	through	the	particulate	filter	unit,	PM	is	

collected	and	stored	in	the	unit.		The	gaseous	compounds	then	exit	out	of	the	filter	to	the	atmosphere.		The	collected	PM	is	oxidized	either	through	the	use	of	a	catalyzed	DPF	or	CDPF,	or	through	a	fuel	burner	or	electrical	heater	which	heats	the	filter	to	the	combustion	temperature	of	the	PM.		CDPFs	are	used	when	the	exhaust	gas	temperature	of	the	engine	is	high	enough	over	an	extended	period	of	time	to	allow	for	filter	regeneration.		DPFs	are	used	when	the	exhaust	temperature	is	not	high	enough	or	does	not	remain	elevated	for	a	sufficient	period	to	allow	for	the	

accumulated	particulate	to	be	oxidized.[5]	The	CDPF	works	the	same	way	as	the	DPF,	except	that	the	filter	substrate	contains	a	base	or	precious	metal	coating	that	helps	oxidize	the	deposited	PM.		

The	oxidized	compounds	diffuse	through	the	filter	wall	and	are	exhausted	from	the	filter	device.[5]	For	DPFs,	PM	emission	reductions	have	been	reported	to	be	in	the	range	of	20	‐	90%.[3]	For	various	types	of	CDPFs,	verifications	by	California	Air	Resources	Board	(CARB)	have	shown	PM	emission	reductions	of	85	to	97	percent.[4]	In	addition	to	the	PM	reductions,	the	catalyst	in	the	CDPF	filter	also	reduces	emissions	of	CO	and	THC	by	90	percent	but	requires	sufficient	exhaust	temperatures	to	facilitate	regeneration	by	the	catalyst.[5]	

DPF	and	CDPF	not	listed	in	RBLC	database.	

Infeasible for all engineDPFs	and	CDPFs	add	baccould	cause	plugging	of	tconcerns	for	the	types	ofThe	pressure	drop	will	aleconomy.			
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Table	5‐1. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	PARTICULATE	MATTER	(PM), PARTICULATE	MATTER	LESS	THAN	10 MICRONS	(PM10), 

Process STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES

STEP 2. ELIMINATE 

ID Process Process Description PSD Pollutant 

Control

Technology Control Technology Description

RBLC

Database

Information Techn

EU‐001	through		EU‐008	

Diesel‐Fired	Internal	Combustion	Engines		

Power	Plant	Engines	(8)	 PM/PM10/PM2.5

[1]	

4‐Way	

Catalyst	

Converter	

with	Exhaust	

Gas	

Recirculation	

System	

Control	system	consists	of	two	catalyst	beds	in	series.		The	first	bed	contains	a	lean	NOX	catalyst,	and	

NOX	emissions	are	reduced	by	the	addition	of	

supplemental	fuel	to	create	a	fuel	rich	environment	allowing	NOX	reduction.		The	second	bed	is	an	

oxidation	catalyst	(reduces	CO,	VOC,	and	PM	emissions).		The	Exhaust	Gas	Recirculation	system	augments	the	lean	NOX	converter.		The	low	pressure	

EGR	recirculates	exhaust	that	has	passed	through	a	filter	and	is	cooled	before	it	enters	the	engine.		The	cooled	exhaust	gases	have	a	higher	heat	capacity	than	air	and	contain	less	oxygen	thereby	lowering	NOX	formation.	

Not	Listed	in	RBLC	Database.	

Infeasible for all engineRecirculating	exhaust	gasgenerated	by	the	engine,	safely	maintain	the	vessefunctions	related	to	the	pas	drilling,	cementing,	anFurther,	due	to	large	loadexploratory	drilling	operable	to	sustain	constant	s

temperatures	for	sufficiefor	high	catalyst	performemission	control.		Severaelements	that	may	be	prephosphorous,	lead	and	hand	damage	the	catalyst.discussed	under	DOC	is	a

Ultra	Low	

Sulfur	

Fuel/Low	Ash	

Fuel	

Sulfur	in	marine	fuel	is	primarily	emitted	as	SO2,	

with	a	small	fraction	(about	2	percent)	being	converted	to	SO3.[6]			SO3	almost	immediately	forms	

sulfate	and	is	emitted	as	primary	PM	by	the	engine	and	consists	of	carbonaceous	material,	sulfuric	acid,	and	ash	(trace	metals).		The	use	of	lower	sulfur	fuel	(for	e.g.	Ultra	Low	Sulfur	Diesel	(ULSD)	with	diesel	sulfur	content	of	15	ppm)	reduces	the	formation	of	sulfur	oxides	and	particulate	sulfates	from	the	diesel	engine	exhaust.		The	reductions	in	PM	are	typically	expected	to	be	approximately	5	to	30	percent	depending	on	the	sulfur	content	of	the	fuel	that	is	replaced.[9]			There	are	no	NOX	or	CO	emission	

reductions	that	occur	when	using	ULSD.	

Listed	in	RBLC	Database	for	onshore	sources	only.	

Feasible for all engines

All	DD1	engines	will	use	
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Table	5‐1. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	PARTICULATE	MATTER	(PM), PARTICULATE	MATTER	LESS	THAN	10 MICRONS	(PM10), 

Process STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES

STEP 2. ELIMINATE 

ID Process Process Description PSD Pollutant 

Control

Technology Control Technology Description

RBLC

Database

Information Techn

EU‐001	through		EU‐008

Diesel‐Fired	Internal	Combustion	Engines		

Power	Plant	Engines	(8)	 PM/PM10/PM2.5

[1]	

Fuel	Injection	

Timing	Retard	

Fuel	injection	timing	retard	refers	to	the	practice	of	delaying	the	start	of	fuel	injection	leading	to	delay	in	

the	start	of	combustion	thus	causing	reduction	in	NOX	emissions	from	a	diesel	engine.		Delaying	the	

start	of	combustion	by	retarding	injection	timing	aligns	the	heat	release	from	the	fuel	combustion	with	the	portion	of	the	combustion	stroke	of	the	engine	cycle	after	the	piston	has	begun	to	move	down.		By	doing	so,	the	cylinder	volume	is	increasing	and	that	heat	is	being	extracted	from	the	hot	gases	thus	lowering	the	temperature	in	the	combustion	gases.		NOX	is	reduced	because	the	premixed	burning	phase	

is	shortened	and	because	cylinder	temperature	and	pressure	are	lowered.		NOX	emission	reductions	can	

vary	from	20	‐	30%.[7]		However,	timing	retard	potentially	increases	HC,	CO,	PM,	and	fuel	consumption	because	the	end	of	injection	comes	later	in	the	combustion	stroke	and	the	cylinder	temperature	and	pressure	are	too	low	for	more	complete	oxidation	of	PM[11].		These	tradeoffs	can	be	minimized	by	using	other	technologies	such	as	Exhaust	Gas.[10],[11]	

Not	Listed	in	RBLC	Database.	

Infeasible for all engineFuel	injection	timing	retaand	reduces	the	peak	powimpairing	the	ability	to	saposition	and	perform	oth

proposed	offshore	operaIgnition	timing	increasesmay	adversely	impact	experformance.		Also	Brakeincreases	and	CO	and	PMresult	of	these	changes,	uother	technologies	such	a

Replacement	

of	Older	

Engines	with	

Newer	

Engines/	EPA	

Tier	2	

The	certification	to	meet	these	standards	is	part	of	the	inherent	design	of	the	engine	and	there	is	no	upgrade	available	for	an	existing	IMO	Tier	1	certified	engine	to	meet	EPA	Tier	2	standards.		In	order	for	the	main	diesel	engines	on	the	DD1	to	meet	EPA	Tier	2	(40	CFR	94)	standards,	the	engines	would	have	to	be	replaced	with	newer	engines.		

Not	Listed	in	RBLC	Database.

Feasible for all Main Po
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Table	5‐1. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	PARTICULATE	MATTER	(PM), PARTICULATE	MATTER	LESS	THAN	10 MICRONS	(PM10), 

Process STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES

STEP 2. ELIMINATE 

ID Process Process Description PSD Pollutant 

Control

Technology Control Technology Description

RBLC

Database

Information Techn

EU‐001	through		EU‐008	

Diesel‐Fired	Internal	Combustion	Engines		

Power	Plant	Engines	(8)	 PM/PM10/PM2.5

[1]	

Positive	

Crankcase	

Ventilation	

(PCV)	

The	crankcase	of	a	combustion	engine	can	accumulate	gases	and	oil	mist	called	blow‐by	gases	that	leak	into	the	crankcase	from	the	combustion	chamber	and	other	sources.		The	blow‐by	gases	must	be	vented	from	the	crankcase	to	prevent	damage	to	the	engine	components.		The	blow‐by	gases	will	contribute	to	PM	emissions	if	not	controlled.		In	PCV	systems,	the	exhaust	gas	from	the	PCV	control	

system	is	routed	to	the	air	intake	manifold	of	the	engine,	where	it	is	used	as	combustion	gas.		Engines	equipped	with	closed	crankcases	utilize	centrifugal	force	or	have	an	oil	separator	or	filtration	system	that	removes	condensed	oil	from	the	crankcase	gas	and	returns	it	back	to	the	oil	pan	to	prevent	fouling	of	the	engine's	turbocharger.		The	oil	free	gas	is	then	routed	to	the	engine	intake	where	it	is	used	as	combustion	gas.		The	PCV	unit	can	be	used	in	conjunction	with	the	installed	separator	to	remove	other	particulates	in	the	crankcase	gas	stream	or	can	replace	the	oil	separator.		The	removal	of	the	contaminants	from	the	crankcase	gas	by	the	PCV	system	protects	the	diesel	engine’s	turbochargers	and	aftercoolers	from	damage	by	small	particulates.[12]	

Not	Listed	in	RBLC	Database.	

Feasible for all Main Po

The	Main	Power	Plant	EnPCV	system.			
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Table	5‐1. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	PARTICULATE	MATTER	(PM), PARTICULATE	MATTER	LESS	THAN	10 MICRONS	(PM10), 

Process STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES

STEP 2. ELIMINATE 

ID Process Process Description PSD Pollutant 

Control

Technology Control Technology Description

RBLC

Database

Information Techn

EU‐001	through		EU‐008	

Diesel‐Fired	Internal	Combustion	Engines	

Power	Plant	Engines	(8)	 PM/PM10/PM2.5

[1]	

Turbocharger	

and	

Aftercooler	

Turbocharging	is	primarily	used	to	increase	power	output	and	reduce	fuel	consumption	from	a	given	displacement	engine.		At	rated	power,	a	typical	diesel	engine	loses	about	30	percent	of	its	energy	through	the	exhaust.		A	turbocharger	uses	the	waste	energy	in	the	exhaust	gas	to	drive	a	turbine	linked	to	a	centrifugal	compressor,	which	then	boosts	the	intake	air	pressure.		By	forcing	more	air	into	the	cylinder,	more	fuel	can	also	be	added	at	the	same	air‐fuel	ratio,	resulting	in	higher	power	and	better	fuel	consumption	while	controlling	smoke	and	particulate	formation.[13]		The	increase	in	power	also	produces	an	increase	in	temperature,	which	may	limit	the	amount	of	air	that	could	be	charged	to	the	cylinder	at	a	given	pressure.		Therefore,	a	heat	exchanger,	called	an	aftercooler	is	normally	used	to	lower	the	temperature	of	the	intake	air.		Reducing	the	intake	air	temperature	directly	reduces	the	peak	cylinder	temperature	during	combustion	which	is	where	NOX	is	formed.		For	engines	in	marine	vessels,	

jacket‐water	or	raw‐water	aftercooling	are	used.[13]	In	jacket‐water	cooling,	raw	water	is	pumped	into	a	heat	exchanger	which	is	used	to	cool	the	engine	coolant.		If	jacket‐water	cooling	is	applied,	the	coolant	coming	from	the	heat	exchanger	passes	through	the	aftercooler	before	entering	the	engine.		Raw‐water	after	cooling	means	that	outside	water	is	pumped	through	the	aftercooler	rather	than	engine	coolant.[13]	

Listed	in	RBLC	Database	for	onshore	sources	only.	

Feasible for all Main Po

The	Main	Power	Plant	EnTurbocharger	and	Afterc
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Table	5‐1. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	PARTICULATE	MATTER	(PM), PARTICULATE	MATTER	LESS	THAN	10 MICRONS	(PM10), 

Process STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES

STEP 2. ELIMINATE 

ID Process Process Description PSD Pollutant 

Control

Technology Control Technology Description

RBLC

Database

Information Techn

EU‐001	through		EU‐008	

All		Internal	Combustion	Engines	

Power	Plant	Engines	(8)	 PM/PM10/PM2.5

[1]	

Good	Combustion	Practices	

The	formation	of	PM	can	be	controlled	by	using	good	combustion	practices	(GCP)	for	operating	and	maintaining	the	engines	to	maximize	fuel	efficiency	and	minimize	emissions.		PM	is	formed	due	to	incomplete	combustion	of	the	diesel	fuel	in	the	combustion	chamber	and	depends	in	varying	degrees	on	the	extent	of	fuel	mixing,	resulting	air‐to‐fuel	ratios,	combustion	temperature,	and	residence	time.		All	of	the	engines	on	the	DD1	semisubmersible	will	be	operated	using	good	combustion	practices,	including	manufacturer	recommendations	where	applicable,	to	maintain	proper	air‐to‐fuel	ratio,	residence	time,	and	temperature	to	ensure	complete	combustion,	so	that	formation	of	PM	can	be	controlled.		In	addition,	all	of	the	engines	are	included	in	a	preventive	maintenance	plan	to	ensure	

optimum	performance	that	will	maximize	fuel	efficiency	and	minimize	emissions.			

Listed	in	RBLC	database	for	onshore	sources.			Listed	as	BACT	for	offshore	sources.	

Feasible for all Main Po

High	Pressure	Fuel	Injection	Pumps	(HPFI)	and	High	Efficiency	Fuel	Injection	Pumps	(HEFI)	

Increasing	injection	pressure	achieves	better	atomization	of	the	fuel	droplets	and	enhances	mixing	of	the	fuel	with	the	intake	air	to	achieve	more	complete	combustion.			

HPFI/HEFI	Not	listed	in	RBLC	database.	

Feasible for all Main Po

[1]	PM,	PM10	and	PM2.5	emissions	are	addressed	together	since	the	majority	of	PM	and	PM10	are	PM2.5	and	any	control	technology	available	for	control	of	PM2.5	will	also	effectively	control	PM	and	PM10.		Note:		Per	Section

emissions	of	PM	from	stationary	diesel	engines	are	PM2.5.		Based	on	Alternative Control Techniques Document: Stationary Diesel Engines (Final Report),	Prepared	For:	Energy	Strategies	Group	U.S.	Environmental	Protecti

[2]	Based	on	Sections	4.3,	Alternative Control Techniques Document: Stationary Diesel Engines (Final Report),	Prepared	For:	Energy	Strategies	Group	U.S.	Environmental	Protection	Agency	(EPA)	Office	of	Air	Quality	Plan

[3]	Based	on	Section	6.1,	Alternative Control Techniques Document: Stationary Diesel Engines (Final Report),	Prepared	For:	Energy	Strategies	Group	U.S.	Environmental	Protection	Agency	(EPA)	Office	of	Air	Quality	Plann

[4]	California	Air	Resource	Board,	Diesel PM Control Technologies,	Appendix	IX,	October	2000.	

[5]	Based	on	Section	4.1.2,	Alternative Control Techniques Document: Stationary Diesel Engines (Final Report),	Prepared	For:	Energy	Strategies	Group	U.S.	Environmental	Protection	Agency	(EPA)	Office	of	Air	Quality	Pla

[6]	Regulatory Impact Analysis: Control of Emissions of Air Pollution from Category 3 Marine Diesel Engines,	Assessment	and	Standards	Division,	Office	of	Transportation	and	Air	Quality,	U.S.	Environmental	Protection	Ag

[7]	Based	on	Controlling Nitrogen Oxides under the Clean Air Act: A Menu of Options,	STAPPA	and	ALAPCO,	July	1994.		http://www.p2pays.org/ref/02/01245/3017106.pdf.	

[8]	Based	on	Air Pollution Control Technology Fact Sheet for Fabric Filter,	U.S.	EPA,	EPA‐452/F‐03‐025.	

[9]	Based	on	Section	4.7.1,	Alternative Control Techniques Document: Stationary Diesel Engines (Final Report),	Prepared	For:	Energy	Strategies	Group	U.S.	Environmental	Protection	Agency	(EPA)	Office	of	Air	Quality	Pla

[10]	Based	on	Chapter	3,	Section	V.A,	Final Regulatory Impact Analysis: Control of Emissions from Marine Diesel Engines,	Engine	Programs	and	Compliance	Division,	Office	of	Mobile	Sources,	U.S.	Environmental	Protectio

[11]	Based	on	Nonroad Diesel Emission Standards Staff Technical Paper,	Assessment	and	Standards	Division	Office	of	Transportation	and	Air	Quality,	U.S.	Environmental	Protection	Agency,	October	30,	2001.	

[12]	Based	on	Section	4.6,	Alternative Control Techniques Document: Stationary Diesel Engines (Final Report),	Prepared	For:	Energy	Strategies	Group	U.S.	Environmental	Protection	Agency	(EPA)	Office	of	Air	Quality	Plan

[13]	Based	on	Chapter	3,	Section	V.C,	Final Regulatory Impact Analysis: Control of Emissions from Marine Diesel Engines,	Engine	Programs	and	Compliance	Division,	Office	of	Mobile	Sources,	U.S.	Environmental	Protection
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As	discussed	in	Table	5‐1,	all	eight	main	diesel	engines	onboard	the	DD1	are	currently	equipped	

with	HPFI/HEFI,	Positive	Crankcase	Ventilation	Systems,	and	Turbochargers	and	Aftercoolers	which	

help	reduce	PM/PM10/PM2.5	emissions.		In	addition,	the	following	PM	control	technologies	are	

considered	technically/economically	feasible	for	all	DD1	semisubmersible	engines:	

 Low	Sulfur	Fuel:		Use	of	Ultra	Low	Sulfur	Diesel;	

 Good	Combustion	Practices:		Use	of	Good	Combustion	Practices	for	operating	and	

maintaining	all	of	the	engines,	and	implementing	the	engine	maintenance	plan	developed	by	

Transocean	for	the	Main	Engines	to	maximize	fuel	efficiency	and	minimize	emissions.	

All	other	control	technologies	are	determined	to	be	technically/economically	infeasible,	as	discussed	

in	Table	5‐1.		Therefore,	BHPB	proposes	the	use	of	Positive	Crankcase	Ventilation	Systems,	

Turbochargers	and	Aftercoolers	Good	Combustion	Practices,	and	HPFI/HEFI	in	addition	to	the	use	

of	Ultra	Low	Sulfur	Diesel	as	PM/PM10/PM2.5	BACT	for	the	diesel	main	engines.	

The	PM/PM10/PM2.5	BACT	emission	limit	for	the	eight	main	engines	was	derived	based	on	

compliance	stack	testing	conducted	on	all	eight	engines	excluding	Engine	#5	(EU‐005)	and	low	load	

test	results	for	Engine	#3	(EU‐003).		The	compliance	stack	testing	data	was	analyzed	using	the	

methodology	discussed	earlier	in	Section	2	to	determine	the	output‐based	emission	limit	that	best	

represents	implementation	of	the	feasible	control	technologies	listed	above.	

At	the	time	of	compliance	stack	testing,	HPFI/HEFI	was	installed	on	all	main	engines	onboard	the	

DD1	except	for	Engine	#5	(EU‐005).			As	a	result,	the	Engine	#5	(EU‐005)	compliance	test	results	for	

all	loads	were	excluded	from	the	BACT	emission	limit	analysis.		Additionally,	the	Engine	#3	(EU‐

003)	test	results	obtained	at	low	load	operations	were	deemed	invalid	due	to	the	fact	that	a	

representative	sample	was	not	collected	during	the	test.		Hence,	the	BACT	limit	proposed	for	the	

main	engines	in	this	draft	application	excludes	the	Engine	#3	(EU‐003)	test	results	obtained	at	low	

load	operation.			BHPB	is	currently	in	the	process	of	recompleting	the	compliance	testing	for	Engine	

#5	(EU‐005)	and	Engine	#3	(EU‐003).	

A	summary	of	the	proposed	PM/PM10/PM2.5	BACT	emission	limitation	for	the	DD1	main	engines	is	

provided	below	in	Table	5‐2.		
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Table 5‐2.		Proposed PM/PM10/PM2.5 BACT Emission Limits for DD1 Main Engines

Emission Unit Pollutant

Proposed

BACT Emission

Limit*

Proposed

Emission

Limit Basis

BACT Control

Technologies

Main	Power	Plant	Engines

(8)	–	EU‐001	through	EU‐

008	

PM	 5.91E‐04	lb/hp‐hr		

(0.36	g/kW‐hr)	 Stack	Testing	 	

PM10

8.22E‐04	lb/hp‐hr		

(0.50	g/kW‐hr)	 Stack	Testing	

HPFI/HEFI,	Positive	

Crankcase	Ventilation,		

Turbocharger	&	Aftercooler,	

Ultra	Low	Sulfur	Diesel,	and		

Good	Combustion	Practices	

PM2.5

8.05E‐04	lb/hp‐hr		

(0.49	g/kW‐hr)	 Stack	Testing	 	

*The	PM	limit	is	based	on	filterable	emissions	only	and	PM10/PM2.5	limits	are	based	on	filterable	and	

condensable	emissions	

5.2. VOC BACT ANALYSIS FOR DD1 MAIN ENGINES 

In	this	section	BACT	is	addressed	for	the	VOC	emissions	from	the	eight	internal	combustion	main	

engines	on	DD1.		

A	general	review	of	EPA’s	Reasonably	Available	Control	Technology	(RACT)/BACT/Lowest	

Achievable	Emission	Rate	(LAER)	Clearinghouse	(RBLC)	has	been	performed	for	diesel‐fired	engines	

located	at	both,	offshore	and	onshore	sources.		For	the	RBLC	review,	only	the	most	recent	

determinations	from	the	previous	ten	years	were	considered	(from	January	1,	2003	onwards).		

However,	it	should	be	noted	that	the	control	technologies	evaluated	in	the	“top‐down”	analysis	for	

engines	were	not	limited	to	the	controls	listed	in	the	RBLC	database.		The	permits	recently	

proposed/issued	for	similar	OCS	sources	have	also	been	reviewed	in	addition	to	surveying	available	

literature	and	discussion	with	engine	manufacturers10	to	identify	potential	control	technologies.		

Details	of	the	BACT	analysis	are	discussed	in	the	remainder	of	this	section.		

VOC	are	formed	due	to	incomplete	combustion	of	the	diesel	fuel	in	the	combustion	chamber	and	

depend	in	varying	degrees	on	the	extent	of	fuel	mixing,	resulting	air‐to‐fuel	ratios,	combustion	

temperature,	and	residence	time.		Emissions	of	VOC	are	an	intermediate	product	produced	by	the	

incomplete	combustion	of	hydrocarbons.		Most	of	the	VOC	in	diesel	exhaust	are	the	result	of	

unburned	fuel,	although	some	are	formed	as	combustion	products.		Engine	operating	conditions	

such	as	engine	load	and	injection	timing	play	a	role	in	the	formation	of	VOC	emissions	from	the	

diesel	engine.	

Based	on	a	review	of	RBLC	results,	recently	proposed/issued	OCS	permits,	and	available	literature,	

the	following	technologies	were	identified	as	potentially	applicable	for	controlling	VOC	emissions	

from	the	diesel	engines:11

																																																															

10	Phone	communication	between	Mr.	Dhesikan	Venkatesan	(Trinity	Consultants	Inc.)	and	Mr.	Mike	

Truxillo	(Caterpillar)	on	April	16,	2013.	

11	The	RBLC	database	also	listed	certain	other	such	technologies	such	as	diesel	particulate	filter,	Selective	

Catalytic	Reduction	(SCR),	and	turbocharger	and	aftercooler,	which	do	not	offer	VOC		emission	control.		

Therefore,	these	technologies	were	not	considered	in	the	top‐down	BACT	analysis.	
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 Diesel	Oxidation	Catalyst;	

 Catalytic	Diesel	Particulate	Filter	(CDPF);	

 4‐Way	Catalyst	Converter	with	Exhaust	Gas	Recirculation	System;

 Positive	Crankcase	Ventilation	(PCV);		

 Good	Combustion	Practices;	and	

 Aftercooling	with	High	Pressure	Fuel	Injection	System/High	Efficiency	Fuel	Injection	

System.	

A	complete	list	of	recent	VOC	BACT	determinations	found	in	the	RBLC	Database	is	included	in	

Appendix	C.		A	five	step	“top‐down”	process	developed	by	EPA	was	followed	to	ensure	that	the	BACT	

analysis	satisfies	the	applicable	criteria	as	identified	by	the	EPA.12		The	top‐down	BACT	analysis	for	

VOC	from	the	engines	is	presented	in	Table	5‐3	below.	

																																																																																																																																																																																																		

12	U.S.	EPA.	Draft New Source Review Workshop Manual,	Chapter	B.	Research	Triangle	Park,	North	

Carolina,	October,	1990.
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Table	5‐3. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	VOLATILE	ORGANIC	COMPOUNDS	(V

PROCESS STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES

STEP 2. ELIMINATE TE

OPT

ID Process

Process

Description

PSD

Pollutant

Control

Technology Control Technology Description

RBLC

Database

Information Technical 

EU‐001		through		EU‐008

Diesel‐Fired	Internal	Combustion	Engines	

Power	Plant	Engines	(8)	

VOC	 Diesel	

Oxidation	Catalyst	

Diesel	Oxidation	Catalysts	(DOCs)	contain	precious	metals	[for	e.g.,	platinum	(Pt)	or	palladium	(Pd)]	impregnated	onto	a	high	geometric	surface	area	carrier	and	are	placed	in	the	exhaust	stream	of	the	engine	that	reduce	emissions	of	PM,	THC,	and	CO.		The	DOC	works	by	oxidizing	CO,	gaseous	hydrocarbons	and	liquid	hydrocarbon	particles	(unburned	fuel	and	oil)	in	the	exhaust	gas	to	CO2	and	H2O.		The	

reduction	of	PM,	THC,	and	CO	varies	depending	on	the	catalyst	formulations	in	the	DOC.		Oxidation	catalysts	reduce	particulate	emissions	of	diesel	engines	by	oxidizing	the	soluble	organic	fraction	(SOF)	of	the	particulate.		Under	certain	operating	conditions,	oxidation	catalysts	are	known	to	have	achieved	SOF	removal	efficiencies	of	80	to	90	percent	with	an	overall	PM	reduction	of	approximately	20	to	50	percent.[1]			Actual	emission	reductions	vary	however,	as	a	result	of	engine	type,	size,	age,	duty	cycle,	condition,	maintenance	procedures,	baseline	emissions,	test	procedure,	product	manufacturer	and	the	fuel	sulfur	level.		In	addition,	DOCs	have	been	verified	to	reduce	emissions	of	CO	and	THC	by	as	much	as	90	percent.[1]	

Not	listed	in	RBLC	database.	

Infeasible for all engines.		D

typical	of	these	exploratory	dare	not	able	to	sustain	constatemperatures	for	sufficient	tifor	high	catalyst	performanceUse	of	DOCs	would	also	lead	exhaust	flow	resulting	in	baccould	cause	plugging	of	the	econcerns	for	the	types	of	offsSeveral	non‐combustible	chepresent	in	engine	lube	oils,	suheavy	metals,	may	collect	ovecatalyst	in	the	DOC.

VOC	 Catalytic	

Diesel	Particulate	Filter	(CDPF)	

CDPF	works	the	same	way	as	a	Diesel	Particulate	Filter	(DPF),	except	that	the	filter	substrate	contains	a	base	or	precious	metal	coating	that	helps	oxidize	the	deposited	PM.		The	oxidized	compounds	diffuse	through	the	filter	wall	and	are	exhausted	from	the	filter	device.[3]	For	various	types	of	CDPFs,	verifications	by	California	Air	Resources	Board	(CARB)	have	shown	PM	emission	reductions	of	85	to	97	percent.[2]		In	addition	to	the	PM	reductions,	the	catalyst	in	the	CDPF	filter	also	reduces	emissions	of	CO	and	THC	by	90	percent	but	requires	sufficient	exhaust	temperatures	to	facilitate	regeneration	by	the	catalyst.[3]	

CDPF	not	listed	in	RBLC	database.	

Infeasible for all engines. C

the	engines	that	could	cause	posing	safety	concerns	for	thproposed.		The	pressure	dropfuel	economy.		
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Table	5‐3. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	VOLATILE	ORGANIC	COMPOUNDS	(V

PROCESS STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES

STEP 2. ELIMINATE TE

OPT

ID Process

Process

Description

PSD

Pollutant

Control

Technology Control Technology Description

RBLC

Database

Information Technical 

EU‐001		through		EU‐008

Diesel‐Fired	Internal	Combustion	Engines	

Power	Plant	Engines	(8)	

VOC	 4‐Way	

Catalyst	Converter	with	Exhaust	Gas	Recirculation	System	

Control	system	consists	of	two	catalyst	beds	in	series.		The	first	bed	contains	a	lean	NOX	catalyst,	and	NOX	emissions	

are	reduced	by	the	addition	of	supplemental	fuel	to	create	a	fuel	rich	environment	allowing	NOX	reduction.		The	second	

bed	is	an	oxidation	catalyst	(reduces	CO,	VOC	and	PM	emissions).		The	Exhaust	Gas	Recirculation	system	augments	the	lean	NOX	converter.		The	low	pressure	EGR	

recirculates	exhaust	that	has	passed	through	a	filter	and	is	cooled	before	it	enters	the	engine.		The	cooled	exhaust	gases	have	a	higher	heat	capacity	than	air	and	contain	less	oxygen	thereby	lowering	NOX	formation.	

Not	listed	in	RBLC	database.	

Infeasible for all engines.Recirculating	exhaust	gases	cgenerated	by	the	engine,	thusmaintain	the	vessel's	positionrelated	to	the	proposed	offshcementing,	and	wireline.		Alsneeded	for	backup	power	whinoperable.		During	an	emergwill	need	to	perform	at	peak	Further,	due	to	large	load	varexploratory	drilling	operatioto	sustain	constant	steady	statemperatures	for	sufficient	tihigh	catalyst	performance,	reemission	control.		Several	noelements	that	may	be	presenphosphorous,	lead	and	heavyand	damage	the	catalyst.		Thediscussed	under	DOC	is	also	a

VOC	 Positive	

Crankcase	Ventilation	(PCV)		

The	crankcase	of	a	combustion	engine	can	accumulate	gases	and	oil	mist	called	blow‐by	gases	that	leak	into	the	crankcase	from	the	combustion	chamber	and	other	sources.		The	blow‐by	gases	must	be	vented	from	the	crankcase	to	prevent	damage	to	the	engine	components.		The	blow‐by	gases	will	contribute	to	PM	and	VOC	emissions	if	not	controlled.		In	PCV	systems,	the	exhaust	gas	from	the	PCV	control	system	is	routed	to	the	air	intake	manifold	of	the	engine,	where	it	is	used	as	combustion	gas.		Engines	equipped	with	closed	crankcases	utilize	centrifugal	force	or	have	an	oil	separator	or	filtration	system	that	removes	condensed	oil	from	the	crankcase	gas	and	returns	it	back	to	the	oil	pan	to	prevent	fouling	of	the	engine's	turbocharger.		The	oil	free	gas	is	then	routed	to	the	engine	intake	where	it	is	used	as	combustion	gas.		The	PCV	unit	can	be	used	in	conjunction	with	the	installed	separator	to	remove	other	particulates	in	the	crankcase	gas	stream	or	can	replace	the	oil	separator.		The	removal	of	the	contaminants	from	the	crankcase	gas	by	the	CCV	system	protects	the	diesel	engine’s	turbochargers	and	aftercoolers	from	damage	by	small	particulates.[4]	

Not	listed	in	RBLC	database.	

Feasible for all Main Power 

The	Main	Power	Plant	Enginesystem.			
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Table	5‐3. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	VOLATILE	ORGANIC	COMPOUNDS	(V

PROCESS STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES

STEP 2. ELIMINATE TE

OPT

ID Process

Process

Description

PSD

Pollutant

Control

Technology Control Technology Description

RBLC

Database

Information Technical 

EU‐001		through		EU‐008

Diesel‐Fired	Internal	Combustion	Engines	

Power	Plant	Engines	(8)	

VOC	 Good	

Combustion	Practices	

The	formation	of	VOC	can	be	controlled	by	using	good	combustion	practices	(GCP)	for	operating	and	maintaining	the	engines	to	maximize	fuel	efficiency	and	minimize	emissions.		VOC	are	formed	due	to	incomplete	combustion	of	the	diesel	fuel	in	the	combustion	chamber	and	depend	in	varying	degrees	on	the	extent	of	fuel	mixing,	resulting	air‐to‐fuel	ratios,	combustion	temperature,	and	residence	time.		All	of	the	engines	on	the	DD1	semisubmersible	will	be	operated	using	good	combustion	practices,	including	manufacturer	recommendations	where	applicable,	to	maintain	proper	air‐to‐fuel	ratio,	residence	time,	and	temperature	to	ensure	complete	combustion,	so	that	formation	of		VOC	can	be	controlled.		In	addition,	all	of	the	engines	will	undergo	preventive	and	maintenance	plan	to	ensure	optimum	performance	that	will	maximize	fuel	efficiency	and	minimize	emissions.			

Listed	in	RBLC	database	for	onshore	sources.			Listed	as	BACT	for	offshore	sources.	

Feasible for all Main Power 

VOC	 Aftercooling,	

Combined	with	High	Pressure	Fuel	Injection	Pumps	(HPFI)	and	High	Efficiency	Fuel	Injection	Pumps	(HEFI)	

Increasing	injection	pressure	achieves	better	atomization	of	the	fuel	droplets	and	enhances	mixing	of	the	fuel	with	the	intake	air	to	achieve	more	complete	combustion.			

Listed	in	RBLC	Database	for	onshore	sources.		HPFI/HEFI	Not	listed	in	RBLC	database.	

Feasible for all Main Power 

[1]	Based	on	Section	4.3,	Alternative Control Techniques Document: Stationary Diesel Engines (Final Report),	Prepared	For:	Energy	Strategies	Group	U.S.	Environmental	Protection	Agency	(EPA)	Office	of	Air	Quality	Plann

[2]	California	Air	Resource	Board,	Diesel PM Control Technologies,	Appendix	IX,	October	2000.	

[3]	Based	on	Section	4.1.2,	Alternative Control Techniques Document: Stationary Diesel Engines (Final Report),	Prepared	For:	Energy	Strategies	Group	U.S.	Environmental	Protection	Agency	(EPA)	Office	of	Air	Quality	Pla

[4]	Based	on	Section	4.6,	Alternative Control Techniques Document: Stationary Diesel Engines (Final Report),	Prepared	For:	Energy	Strategies	Group	U.S.	Environmental	Protection	Agency	(EPA)	Office	of	Air	Quality	Plann
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As	discussed	in	Table	5‐3,	all	eight	main	diesel	engines	onboard	the	DD1	are	currently	

equipped	with	Positive	Crankcase	Ventilation	Systems	which	help	reduce	VOC	emissions.		

In	addition,	all	of	the	engines	on	the	DD1	will	be	operated	using	Good	Combustion	

Practices,	including	manufacturer	recommendations	where	applicable,	to	maintain	

proper	air‐to‐fuel	ratio,	residence	time,	and	temperature	to	ensure	complete	combustion,	

so	that	formation	of	VOC	can	be	controlled.		All	of	the	engines	are	included	in	a	preventive	

maintenance	plan	to	ensure	optimum	performance	that	will	maximize	fuel	efficiency	and	

minimize	emissions.		Also,	Transocean	has	installed	HPFI/HEFI	on	all	main	engines	

onboard	the	DD1.		At	the	time	of	the	compliance	stack	testing,	HPFI/HEFI	was	installed	on	

all	main	engines	onboard	the	DD1	except	for	Engine	#5	(EU‐005).		Hence,	the	BACT	limit	

proposed	for	the	main	engines	in	this	draft	application	excludes	the	Engine	#5	(EU‐005)	

test	results.		BHPB	is	currently	in	the	process	of	recompleting	the	compliance	testing	for	

Engine	#5	(EU‐005).	

All	other	control	technologies	are	determined	to	be	technically	infeasible,	as	discussed	in	

Table	5‐3.		Therefore,	for	VOC,	BHPB	proposes	the	use	of	existing	Positive	or	Closed	

Crankcase	Ventilation	Systems,	Good	Combustion	Practices,	and	HPFI/HEFI	as	BACT	for	

the	main	engines.	

The	VOC	BACT	emission	limit	for	the	eight	main	engines	was	derived	based	on	

compliance	stack	testing	conducted	on	all	eight	engines	excluding	Engine	#5	(EU‐005).		

The	compliance	stack	testing	data	was	analyzed	using	the	methodology	discussed	earlier	

in	Section	2	to	determine	the	output‐based	emission	limit	that	best	represents	

implementation	of	the	feasible	control	technologies	listed	above.	

A	summary	of	the	proposed	VOC	BACT	emission	limitation	for	the	DD1	main	engines	is	

provided	below	in	Table	5‐4.	

Table 5‐4.		Proposed VOC BACT Emission Limits for DD1 Main Engines

Emission Unit Proposed BACT

Emission Limit

Proposed

Emission

Limit Basis

BACT Control

Technologies

Main	Power	Plant	Engines (8)	

–	EU‐001	through	EU‐008	

1.02E‐03	lb/hp‐hr		

(0.62	g/kW‐hr)		 Stack	Testing	

HPFI/HEFI,	Positive	Crankcase	

Ventilation,	and		

Good	Combustion	Practices	

Additionally,	a	review	of	the	RBLC	database	indicates	that	a	lower	BACT	limit	(0.39	g/kW‐

hr)	has	been	established	for	main	engines	for	other	drilling	rigs	in	the	Gulf	of	Mexico.		This	

is	the	same	limit	that	is	currently	included	in	the	existing	BHPB	operating	permit	and	is	

based	on	U.S.	EPA	AP‐42	emission	factors.		At	the	time	of	this	submittal,	BHPB	is	not	

aware	of	a	compliance	demonstration	that	proves	the	0.39	g/kW‐hr	BACT	limit	is	

achievable	for	the	main	engines	on	any	drill	rig	permitted	to	operate	on	the	OCS.		As	a	

result,	BHPB	is	proposing	a	BACT	limit	that	is	based	on	actual	source	test	data	and	will	be	

achievable	for	the	life	of	the	main	engines	onboard	DD1.	
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5.3. CO2e BACT ANALYSIS FOR DD1 MAIN ENGINES 

In	this	section	BACT	is	addressed	for	the	CO2e	emissions	from	the	eight	internal	combustion	main	

engines	on	DD1.		

The	majority	of	Greenhouse	Gas	emissions	from	these	internal	combustion	engines	are	in	the	form	

of	carbon	dioxide	(CO2).		CO2	is	formed	during	complete	combustion	of	diesel	fuel	in	the	combustion	

chamber	when	carbon	in	the	fuel	is	converted	to	CO2.		Because	greenhouse	gas	emissions	control	is	

still	an	emerging	area	of	technology	development,	the	RBLC	search	was	not	limited	to	just	diesel	

engines	but	expanded	for	all	combustion	sources.		Extensive	research	to	identify	any	emerging	

technologies	of	GHG	control	was	also	conducted.		The	following	technologies	were	identified	as	

potentially	applicable	for	controlling	CO2e	emissions	from	the	diesel	engines:	

 Carbon	Capture	Storage	(CCS);	

 Alternative/Biomass	Fuel	Sources;	

 CSNOx	Emissions	Abatement	System;		

 Good	Combustion	Practices.	

 High	Pressure	Fuel	Injection	System/High	Efficiency	Fuel	Injection	System.	

A	complete	list	of	recent	CO2e	BACT	determinations	found	in	the	RBLC	Database	is	included	in

Appendix	C.		A	five	step	“top‐down”	process	developed	by	EPA	was	followed	to	ensure	that	the	BACT	

analysis	satisfies	the	applicable	criteria	as	identified	by	the	EPA.13		The	top‐down	BACT	analysis	for	

CO2e	from	the	engines	is	presented	in	Table	5‐5	below.	

																																																															

13	U.S.	EPA.	Draft New Source Review Workshop Manual,	Chapter	B.	Research	Triangle	Park,	North	Carolina,	October,	1990.	
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Table	5‐5. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	GREENHOUSE	GASES

PROCESS STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES STEP 2. ELIMINATE TECHN

ID Process 

Process

Description

PSD

Pollutant

Control

Technology Control Technology Description

RBLC

Database

Information T

EU‐001		through		EU‐008	

Diesel‐Fired	Internal	Combustion	Engines	

Power	Plant	Engines	(8)	

CO2e	 Carbon	Capture	and	

Storage/	Carbon	

Sequestration	

Carbon	Capture	and	Storage/	Carbon	Sequestration	refers	to	

the	processes	in	which	CO2	that	would	otherwise	be	emitted	

into	the	atmosphere,	is	captured	and	stored.		This	process	requires	the	separation	and	capture	of	CO2	at	the	point	of	

emissions,	transportation	of	the	captured	CO2	to	the	storage	

location,	and	storing	the	captured	CO2	in	deep	underground	

geologic	formations		in	such	a	way	that	it	will	remain	permanently	stored.		Potential	sites	for	underground	storage	of	CO2	are	mature	oil	and	natural	gas	reservoirs,	deep	unmineable	coal	seams,	deep	saline	formations,	oil	and	gas	rich	organic	shales,	and	basalt	formations.[1]		Injection	of	captured	CO2	into	the	ocean	at	great	depths	has	also	been	proposed	as	a	potential	option	to	isolate	CO2	from	the	

atmosphere	for	centuries.[2]	Internal	combustion	engines	such	as	the	ones	on	the	DD1	semisubmersible	are	designed	for	and	rely	on	air‐fired	combustion,	a	process	that	exhausts	CO2	diluted	with	

nitrogen,	wherein	the	flue	gas	contains	a	relatively	small	percentage	(under	20%	by	volume)	of	CO2.		For	effective	

carbon	sequestration,	the	CO2	in	the	exhaust	gases	must	be	

separated	and	concentrated.		Currently	an	effective	method	for	recovering	CO2	from	combustion	exhaust	is	by	using	amine	

absorbers	and	cryogenic	coolers.	

Not	listed	in	the	RBLC	Database.	

Infeasible. Thedrilling	project	this	area	has	noand	gas	producmature	oil	and	proximity	of	thedrilling	that	cangeological	sequfrom	diesel	engair	and	the	CO2	

transport	for	stachieved	using	chemical	reactiusually	an	aminprocess	will	reqas	absorber	colreboilers,	heat	eequipment	woureassignment	oBefore	deployincaptured	and	se

depths,	such	tecdevelopment	antechnologies	haexperiments.		F

into	the	deep	ocenvironment	ofimmediately.		Gunderstanding	limited	and	preecosystem	effecEven	if	the	abovseparated	CO2	f

transported	usiGiven	the	mobiloperations	and	infeasible	to	conpipeline	infrast
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 32 

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Table	5‐5. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	GREENHOUSE	GASES

PROCESS STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES STEP 2. ELIMINATE TECHN

ID Process 

Process

Description

PSD

Pollutant

Control

Technology Control Technology Description

RBLC

Database

Information T

EU‐001		through		EU‐008

Diesel‐Fired	Internal	Combustion	Engines	

Power	Plant	Engines	(8)	

CO2e	 Biomass	Fuel	

Sources	–	Biodiesel	

Biodiesel	is	a	fuel	made	from	plant	or	animal	feedstocks,	and	may	be	used	in	conventional	diesel	engines.	Biodiesel	is	

comprised	of	specific	chemical	components	defined	by	ASTM	as	"mono‐alkyl	esters	of	long	chain	fatty	acids	derived	from	vegetable	oils	or	animal	fats."	In	the	United	States,	most	biodiesel	is	made	from	soybean	oil.	However,	canola	oil,	sunflower	oil,	recycled	cooking	oils,	palm	oil,	animal	fats,	and	

other	oils	are	also	used	as	feedstocks.		Biodiesel	in	its	pure	form	is	known	as	B100,	but	it	can	be	blended	with	conventional	diesel	fuel.	The	most	common	blends	are	B5	(5	percent	biodiesel	and	95	percent	conventional	diesel)	and	B20	(20	percent	biodiesel	and	80	percent	conventional	diesel).[3]		Because	biodiesel	is	made	using	feedstock	that	contain	carbon	taken	from	the	biosphere,	the	combustion	of	biodiesel	does	

not	add	new	carbon	and	so	does	not	add	to	GHG	emissions.		However,	the	production	of	biodiesel	may	involve	use	of	fossil	fuel	based	carbon.	

Not	listed	in	the	RBLC	Database.	

Infeasible. 	Thesemisubmersiband	there	couldissues	from	useresult	in	degrad(e.g.	those	madeBiodiesel	use	alefficiency	of	engsafely	maintainother	functionsoperations	such

Requirements	fdiffer	from	requdiesel.	For	examtemperatures	acold	climates	dudegradation	of	btimes.[3]		Biodiincrease	in	NOX

and	VOC	emissi

CSNOX	Emission	

Abatement	System	

ECOSPEC	Global	Technology	Pte	Ltd	has	patented	the	CSNOx	emissions	abatement	system	that	is	designed	to	convert	CO2	in	

exhaust	gases	from	ship	engines	into	bicarbonates,	using	Ultra	Low	Frequency	(ULF)	wave	electrolysis	treatment	to	increase	the	alkalinity	of	the	seawater	injected	into	a	scrubber.		Seawater	is	pumped	in	to	the	control	system	from	the	ocean	using	suction	pumps,	making	the	system	ideal	for	offshore	applications.		The	system	has	been	tested	onboard	a	100,000‐tonne	oil	tanker,	at	50%	gas	load	(equivalent	to	approximately	5	MW	engine	output),	yielding	a	CO2	removal	efficiency	of	

77%.[5][6]	

Not	listed	in	the	RBLC	Database.	

Infeasible. 	The

designed	for	anstable	loads	conexhaust	gases	thcomposition	antime,	thereby	facontrol	processswing	demandedrilling	operatioMODU	applicatiwill	not	be	ablefor	sufficient	tim

has	not	been	tewith	these	type
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 33 

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Table	5‐5. DD1 ENGINES	‐ TOP‐DOWN	BACT ANALYSIS	FOR	GREENHOUSE	GASES

PROCESS STEP 1. IDENTIFY AIR POLLUTION CONTROL TECHNOLOGIES STEP 2. ELIMINATE TECHN

ID Process 

Process

Description

PSD

Pollutant

Control

Technology Control Technology Description

RBLC

Database

Information T

EU‐001		through		EU‐008

Diesel‐Fired	Internal	Combustion	Engines	

Power	Plant	Engines	(8)	

CO2e	 Good	Combustion	

Practices	

The	emissions	of	CO2e	can	be	controlled	by	using	good	

combustion	practices	(GCP)	for	operating	and	maintaining	the	engines	to	maximize	fuel	efficiency	which	will	minimize	emissions	of	CO2e	on	an	energy	output	basis.		By	burning	

lesser	fuel	to	perform	the	same	amount	of	work,	lesser	amounts	of	CO2,	CH4,	and	N2O	will	be	emitted	to	the	

atmosphere.		All	of	the	engines	on	the	DD1	semisubmersible	will	be	operated	using	good	combustion	practices,	including	manufacturer	recommendations	where	applicable,	to	maintain	proper	air‐to‐fuel	ratio,	residence	time,	and	temperature	to	ensure	complete	combustion,	so	that	fuel	efficiency	of	the	engines	can	be	maximized.		In	addition,	all	of	

the	engines	will	undergo	preventive	and	maintenance	plan	to	ensure	optimum	performance	that	will	further	maximize	fuel	efficiency	and	minimize	CO2e	emissions.		

Listed	in	

RBLC	

database	for	

onshore	

sources.	

Feasible for al

High	Pressure	Fuel	Injection	Pumps	(HPFI)/	High	Efficiency	Fuel	Injection	Pumps	(HEFI)	

Increasing	injection	pressure	achieves	better	atomization	of	

the	fuel	droplets	and	enhances	mixing	of	the	fuel	with	the	

intake	air	to	achieve	more	complete	combustion.		High	efficiency	fuel	injection	will	increase	the	efficiency	of	fuel	

combustion	and	minimize	emissions.	

HPFI/HEFI	Not	listed	in	RBLC	database.	

Feasible for al

[1]	Carbon	Sequestration	Atlas	of	the	United	States	and	Canada,	U.S.	Department	of	Energy,	Office	of	Fossil	Energy,	National	Energy	Technology	Laboratory.	[2]	Carbon	Dioxide	Capture	and	Storage,	Intergovernmental	Panel	on	Climate	Change	(IPCC),	2005	‐	Bert	Metz,	Ogunlade	Davidson,	Heleen	de	Coninck,	Manuela	Loos	and	Leo	Meyer	(Eds.),	Cambridge	University	Press,

[3]	Guidance	for	Biodiesel	Producers	and	Biodiesel	Blenders/Users,	Transportation	and	Regional	Programs	Division	Office	of	Transportation	and	Air	Quality,	U.S.	Environmental	Protection	Agency,	EPA420‐B‐07‐019,	

[4]	A	Comprehensive	Analysis	of	Biodiesel	Impacts	on	Exhaust	Emissions,	Draft	Technical	Report	Assessment	and	Standards	Division,	Office	of	Transportation	and	Air	Quality,	U.S.	Environmental	Protection	Agency,	EP

[5]	CSNOX	Brochure	from	http://www.ecospec.com	,	last	accessed	on	August	28,	2010.	

[6]	Regulatory Impact Analysis: Control of Emissions of Air Pollution from Category 3 Marine Diesel Engines,	Assessment	and	Standards	Division,	Office	of	Transportation	and	Air	Quality,	U.S.	Environmental	Protection	Ag
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 34 

Trinity Consultants 

As	discussed	in	Table	5‐5,	the	use	of	Good	Combustion	Practices	and	HPFI/HEFI	are	considered	the	

only	technically	feasible	BACT	options	for	GHGs.		All	of	the	main	engines	onboard	the	DD1	will	be	

operated	using	Good	Combustion	Practices,	including	manufacturer	recommendations	where	

applicable,	to	maintain	proper	air‐to‐fuel	ratio,	residence	time,	and	temperature	to	ensure	complete	

combustion,	so	that	fuel	efficiency	of	the	engines	can	be	maximized.		The	main	engines	are	also	

included	in	a	preventive	maintenance	plan	to	ensure	optimum	performance	that	will	maximize	fuel	

efficiency	and	minimize	emissions.		In	addition,	Transocean	has	installed	HPFI/HEFI	on	all	main	

engines	onboard	the	DD1.		At	the	time	of	the	compliance	stack	testing,	HPFI/HEFI	was	installed	on	all	

main	engines	onboard	the	DD1	except	for	Engine	#5	(EU‐005).		Hence,	the	BACT	limit	proposed	for	

the	main	engines	in	this	draft	application	excludes	the	Engine	#5	(EU‐005)	test	results.		BHPB	is	

currently	in	the	process	of	recompleting	the	compliance	testing	for	Engine	#5	(EU‐005).	

All	other	control	technologies	are	determined	to	be	technically	infeasible,	as	discussed	in	Table	5‐5.		

Therefore,	BHPB	proposes	the	use	of	Good	Combustion	Practices	and	HPFI/HEFI	as	CO2e	BACT	for	all	

engines.			

The	CO2e	BACT	emission	limit	for	the	eight	main	engines	was	derived	based	on	compliance	stack	

testing	conducted	on	all	eight	engines	excluding	Engine	#5	(EU‐005).		The	compliance	stack	testing	

data	was	analyzed	using	the	methodology	discussed	earlier	in	Section	2	to	determine	the	output‐

based	emission	limit	that	best	represents	implementation	of	the	feasible	control	technologies	listed	

above.	

A	summary	of	the	proposed	CO2e	BACT	emission	limitation	for	the	DD1	main	engines	is	provided

below	in	Table	5‐6.	

Table 5‐6.		Proposed CO2e BACT Emission Limits for DD1 Main Engines

Emission Unit Proposed BACT

Emission Limit**

Proposed

Emission Limit

Basis *

BACT Control

Technologies

Main	Power	Plant	Engines (8)	–	

EU‐001	through	EU‐008	

1.36	lb/hp‐hr		

(829	g/kW‐hr)	 Stack	Testing	 Good	Combustion	Practices,	HPFI/HEFI	

*	The	emission	factor	for	CO2	is	based	on	stack	testing.		The	emission	factors	for	CH4	andN2O	are	based	on	Inventory	of	

U.S.	Greenhouse	Gases	and	Sinks:	1990‐2008	(April	2010),	U.S.	EPA	#	430‐R‐10‐006,	Annex	3,	Table	A‐81.			

**The	emission	factor	for	CO2e	was	calculated	using	the	GWPs	obtained	from	40	CFR	98.	
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 35 

Trinity Consultants 

6. AIR QUALITY ANALYSIS

As	presented	in	Section	1,	BHPB	is	proposing	to	revise	the	current	AP‐42	emission	factors	based	BACT	limits	for	

PM,	PM10,	and	PM2.5.		This	revision	in	the	BACT	limits	will	result	in	increases	in	PM,	PM10,	and	PM2.5	emissions	

and	air	quality	impacts	will	have	to	be	evaluated.			

6.1. MODELING ANALYSIS SUMMARY 

Air	quality	modeling	analyses	of	impacts	on	federally	protected	Class	I	areas	are	an	essential	component	of	PSD	

review,	and	are	performed	to	demonstrate	compliance	with	the	exemption	requirement	of	no	project	impacts	to	

any	PSD	Class	I	area	as	provided	in	40	CFR	52.21(i)(3).		A	Class	I	area	air	dispersion	modeling	analysis	report	

was	originally	submitted	by	BHPB	to	EPA	Region	4.		The	proposed	project	emissions	of	PM,	PM10,	and	PM2.5	are	

higher	than	the	emission	rates	that	were	modeled	in	the	original	application.		Hence,	BHPB		performed	Class	I	

area	modeling	analysis	with	the	revised	emission	rates	and	demonstrated	that	the	project	will	be	exempted	from	

the	further	ambient	impact	assessment	as	provided	in	40	CFR	52.21(i)(3).		Table	6‐1	presented	below	gives	a	

comparison	of	the	previously	modeled	emission	rates	and	revised	modeled	emissions	rates.			

Table 6‐1. Comparison of Previously Modeled and Revised Modeled Emission Rates

Pollutants

Revised Modeled

Emission Rates,

lb/hr

Previously Modeled

Emission Rates,

lb/hr

PM10 38.62	 24.91	

PM2.5 37.46	 24.16	

NOX 800	 800	

SO2 0.64	 0.64	

BHPB	utilized	the	same	modeling	approach	and	stack	parameters	as	used	in	the	original	submittal	that	resulted	

in	the	current	Permit	No.	OCS‐EPA‐R4008.		The	input	parameters	used	in	the	modeling	analyses	are	presented	in	

Appendix	D.		To	account	for	the	secondary	PM2.5	formation,	BHPB	has	conservatively	modeled	both	the	24‐hour	

and	annual	averaging	period	significance	levels	(SILs)	without	accounting	for	puff	depletion	due	to	wet	or	dry	

deposition.		The	aforementioned	modeling	methodology	is	expected	to	capture	the	secondary	PM2.5	emissions.		A	

comparison	of	the	modeled	pollutant	concentrations	with	the	Class	I	areas	SILs	for	all	averaging	periods	of	PM10

and	PM2.5	is	presented	in	Table	6‐2	below.			
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 36 

Trinity Consultants 

Table 6‐2.		Model Result Comparison to Class I Area SILs For Proposed Operations

Class I Area Parameter Class I Area

Modeling

Significance

Level (μg/m3)

Year

2001

(μg/m3)

2002

(μg/m3)

2003

(μg/m3)

Breton	NWR	

PM2.5	‐	24	hour	 0.07	 0.0504	 0.0454	 0.0647	

PM2.5	‐	Annual	 0.06	 0.0021	 0.0035	 0.0040	

PM10	‐	24	hour	 0.32	 0.0603	 0.0543	 0.0774	

PM10	‐	Annual	 0.16	 0.0025	 0.0041	 0.0048	

St.	Marks	NWR	

and	Bradwell	Bay	

Wilderness	*	

PM2.5	‐	24	hour	 0.07	 0.0230	 0.0260	 0.0221	

PM2.5	‐	Annual	 0.06	 0.0009	 0.0008	 0.0012	

PM10	‐	24	hour	 0.32	 0.0275	 0.0311	 0.0265	

PM10	‐	Annual	 0.16	 0.0010	 0.0009	 0.0015	

*	St.	Marks	NWR	and	Bradwell	Bay	Wilderness	were	modeled	together	by	including	all	receptors	from	both	of	these	Class	I	areas.		

Therefore,	the	concentration	values	presented	here	represent	the	worst‐case	pollutant	concentrations	for	both	Class	I	areas	

considered	together.		Individual	worst‐case	concentrations	for	the	two	Class	I	areas	are	equal	to	or	lower	than	this	estimate.

Predicted	concentrations	of	PM2.5	and	PM10	do	not	exceed	the	corresponding	SILs.		Hence,	the	proposed	project	

does	not	impact	any	PSD	Class	I	area.		The	summary	of	the	modeling	files	(modeling	input	and	output	files)	

provided	on	CD	are	presented	in	Appendix	E.	
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 37 

Trinity Consultants 

7. PART 71 FORMS		
EPA Form 5900-79 

 OMB No. 2060-0336, Approval Expires 06/30/2015

 Federal Operating Permit Program (40 CFR Part 71) 

GENERAL INFORMATION AND SUMMARY (GIS)

A. Mailing Address and Contact Information 

Facility name BHP Billiton Petroleum (GOM) Inc. – Sake Drilling Project

Mailing address: Street or P.O. Box 1330 Post Oak Blvd.

City Houston State TX ZIP 77380 -________ 

Contact person: Susan Wilson Title: HSE Analyst Regulatory

Telephone (713) 599 - 6349 Ext. _________ 

Facsimile (______) ________ - ___________ 

B. Facility Location 

Temporary source? X Yes ___No Plant site location Eastern Gulf of Mexico (49 Contiguous 

 Lease Blocks in DeSoto Canyon)

City N/A State N/A County N/A EPA Region 4

Is the facility located within: 

Indian lands? ___YES X NO OCS waters? X YES ___ NO 

Non-attainment area? ___ YES X NO If yes, for what air pollutants? N/A

Within 50 miles of affected State? __ YES X NO If yes, What State(s)? N/A

C. Owner 

Name BHP Billiton Petroleum (GOM) Inc. Street/P.O. Box 1330 Post Oak Blvd,

City Houston State TX ZIP 77380 -________ 

Telephone (713) 599 - 6349 Ext_________ 

D. Operator 

Name BHP Billiton Petroleum (GOM) Inc. Street/P.O. Box 1330 Post Oak Blvd,

City Houston State TX ZIP 77380 -________ 

Telephone (713) 599 - 6349 Ext_________ 
GIS 2 

EPA Form 5900-79 

E. Application Type 

Mark only one permit application type and answer the supplementary question appropriate for the type 

marked. 

___ Initial Permit ___ Renewal X Significant Mod ___ Minor Permit Mod(MPM) 

___ Group Processing, MPM ___ Administrative Amendment 

For initial permits, when did operations commence? Operations expected to commence June 2013 

For permit renewal, what is the expiration date of current permit? _____/____/_____ 

F. Applicable Requirement Summary 

Mark all types of applicable requirements that apply. 

___ SIP ___ FIP/TIP X PSD ___Non-attainment NSR 

___ Minor source NSR X Section 111 ___ Phase I acid rain ___Phase II acid rain 

___ Stratospheric ozone X OCS regulations ___ NESHAP X Sec. 112(d) MACT 

___ Sec. 112(g) MACT ___ Early reduction of HAP ___ Sec 112(j) MACT ___ RMP [Sec.112(r)] 

 

___ Tank Vessel requirements, sec. 183(f)) ___ Section 129 Standards/Requirement 

___ Consumer / comm. products, ' 183(e) ___ NAAQS, increments or visibility (temp. sources) 

Has a risk management plan been registered? ___YES X NO Regulatory agency ____________ 

Phase II acid rain application submitted? ___YES X NO If yes, Permitting authority ____________

G. Source-Wide PTE Restrictions and Generic Applicable Requirements 

Cite and describe any emissions-limiting requirements and/or facility-wide "generic" applicable requirements. 

Please see application attached herewith. 
GIS 3 

EPA Form 5900-79 

H. Process Description 

List processes, products, and SIC codes for the facility. 

 Process Products SIC 

OCS Exploratory Drilling Operations Petroleum Products 1381 

 

I. Emission Unit Identification 

Assign an emissions unit ID and describe each emissions unit at the facility. Control equipment and/or alternative 

operating scenarios associated with emissions units should by listed on a separate line. Applicants may exclude 

from this list any insignificant emissions units or activities. 

 Emissions Unit ID Description of Unit 

EU-001 through EU-008 Eight 5,096 HP Main Engines 
GIS 4 

EPA Form 5900-79 

J. Facility Emissions Summary 

Enter potential to emit (PTE) for the facility as a whole for each air pollutant listed below. Enter the name of the 

single HAP emitted in the greatest amount and its PTE. For all pollutants stipulations to major source status 

may be indicated by entering "major" in the space for PTE. Indicate the total actual emissions for fee purposes 

for the facility in the space provided. Applications for permit modifications need not include actual emissions 

information. 

NOx 1,309.61 tons/year VOC 110.48 tons/year SO2 0.88 tons/year 

PM-10 64.56 tons/year CO 310.64   tons/year Lead 0.02 tons/year 

 

Total HAP 7.96 tons/year 

Single HAP emitted in the greatest amount Xylene PTE 4.02 tons/year 

Total of regulated pollutants (for fee calculation), Sec. F, line 5 of form FEE 1,486 tons/year 

K. Existing Federally-Enforceable Permits 

Permit number(s) OCS‐EPA‐R4008-M1 Permit type Major Modification Permitting authority EPA Region 4

L. Emission Unit(s) Covered by General Permits 

Emission unit(s) subject to general permit _______________________________________________ 

 

Check one: ___ Application made ___ Coverage granted 

General permit identifier ______________________________ Expiration Date ____/____/____ 

M. Cross-referenced Information 

Does this application cross-reference information? ___ YES X NO (If yes, see instructions) 
FEE 

EPA Form 5900-03 

1

 OMB No. 2060-0336, Approval Expires 

06/30/2015

Federal Operating Permit Program (40 CFR Part 71) 

FEE CALCULATION WORKSHEET (FEE)

Use this form initially, or thereafter on an annual basis, to calculate part 71 fees. 

A. General Information 

Type of fee (Check one): X Initial ___Annual 

Deadline for submitting fee calculation worksheet N/A 

For initial fees, emissions are based on (Check one): 

___ Actual emissions for the preceding calendar year. (Required in most circumstances.) 

 X Estimates of actual emissions for the current calendar year. (Required when 

operations commenced during the preceding calendar year.) 

Date commenced operations ____/____/______ 

___ Estimates of actual emissions for the preceding calendar year. (Optional after a 

part 71 permit was issued to replace a part 70 permit, but only if initial fee 

payment is due between January 1 and March 31; otherwise use actual 

emissions for the preceding calendar year.) 

For annual fee payment, you are required to use actual emissions for the preceding calendar year. 

B. Source Information: Complete this section only if you are paying fees but not applying for a permit. 

Source or facility name N/A

Mailing address: Street or P.O. Box _________________________________________________ 

City_______________________________________ State______ ZIP__________ - ______ 

Contact person__________________________________ Title_____________________________ 

Telephone (_____) _____ - _________ Ext________ Part 71 permit no. ___________________ 

C. Certification of Truth, Accuracy and Completeness: Only needed if not submitting a separate 

form CTAC. 

I certify under penalty of law, based on information and belief formed after reasonable inquiry, the 

statements and information contained in this submittal (form and attachments) are true, accurate and 

complete. 

Name (signed) N/A

Name (typed) ________________________________________ Date:____ /____ /_______ 
FEE 

EPA Form 5900-03 

2

D. Annual Emissions Report for Fee Calculation Purposes -- Non-HAP 

You may use this to report actual emissions (tons per year) of regulated pollutants (for fee 

calculation) on a calendar-year basis for both initial and annual fee calculation purposes. Section 

E is designed to report HAP emissions. Quantify all actual emissions, including fugitives, but do 

not include insignificant emissions and certain regulated air pollutants that are not counted for fee 

purposes, such as CO (see instructions). You may round to the nearest tenth of a ton on this 

form. Sum the emissions in each column and enter a subtotal at the bottom of the page. If any 

subtotal exceeds 4,000 tons, enter 4,000 for that column. 

This data is for See Note 1 Below (year) 

 

Emission Unit ID 

NOx VOC SO2 PM10 Lead Other 

EU-001 – EU-008 1,007.02 66.99 0.70 54.03 1.34E-02 

OTHER SOURCES 302.59 43.49 0.18 10.53 0.0066 

SUBTOTAL 1,309.61 110.48 0.88 64.56 0.02 

 

Note 1 – The proposed project has not yet commenced operation. This application is being submitted to 

obtain both construction and operation authorization. Therefore, the emission estimates presented here 

represent potential emissions. 
FEE 

EPA Form 5900-03 

3

E. Annual Emissions Report for Fee Calculation Purposes -- HAP 

HAP Identification. Identify individual HAP emitted at the facility, identify the CAS number, and 

assign a unique identifier for use in the second table in this section. Whenever assigning identifier 

codes, use "HAP1” for the first, "HAP2" for the second, and so on. 

 Name of HAP CAS No Identifier 

1,3- Butadiene 00106-99-0 HAP1 

Acetaldehyde 00075-07-0 HAP2 

Acrolein 00107-02-8 HAP3 

Benzene 00071-43-2 HAP4 

Formaldehyde 00050-00-0 HAP5 

Toluene 00108-88-3 HAP6 

Xylene 001330-20-7 HAP7 

Total PAH 130498-29-2 HAP8 

Naphthalene 00091-20-3 HAP9 

HAP Emissions. Report the actual emissions of individual HAP identified above. Use the 

identifiers assigned in the table above. Include all emissions, including fugitives, and do not 

include insignificant emissions. You may round to the nearest tenth of a ton. Sum the emissions 

in each column and enter a subtotal at the bottom of the page. If any subtotal exceeds 4,000 tons, 

enter 4,000. 

This data is for See Note 1 Below (year) 

Emissions Unit ID Actual Emissions (Tons/Year) 

HAP1 HAP2 HAP3 HAP4 HAP5 HAP6 HAP7 HAP8 HAP9 

EU-001 – EU-008 - 1.17E-02 3.64E-03 3.59E-01 3.65E-02 1.30E-01 8.93E-02 9.81E-02 6.01E-02

OTHER SOURCES HAP 1-9 Total = 7.26 

SUBTOTALS HAP 1-9 Total = 8.05 

Note 1 – The proposed project has not yet commenced operation. This application is being submitted to 

obtain both construction and operation authorization. Therefore, the emission estimates presented here 

represent potential emissions. 
FEE 

EPA Form 5900-03 

4

F. Fee Calculation Worksheet

This section is used to calculate the total fee owed for both initial and annual fee payment 

purposes. Reconciliation is only for cases where you are paying the annual fee and you used 

any type of estimate of actual emissions when you calculated the initial fee. If you do not need 

to reconcile fees, only complete line 1-5 and then skip down to lines 21 – 26. See instructions 

for more detailed explanation. 

1. Sum the emissions from section D of this form (non-HAP) and enter the total (tons). 1,485.55 

2. Sum the emissions from section E of this form (HAP) and enter the total (tons). 7.96 

3. Sum lines 1 and 2. 1,493.51 

4. Enter the emissions that were counted twice. If none, enter "0." 

(Note: VOC-HAP emissions totaling 7.96 tons have been reported under line 1 and 

2 of this calculation.) 7.96 

5. Subtract line 4 from line 3, round to the nearest ton, and enter the result here. 1,486 

RECONCILIATION 

 (WHEN INITIAL FEES WERE BASED ON ESTIMATES 

FOR THE “CURRENT” CALENDAR YEAR) 

Only complete lines 6-10 if you are paying the first annual fee and initial fees were based on estimated actual 

emissions for the calendar year in which you paid initial fees; otherwise skip to line 11 or to line 21. 

6. Enter the total estimated actual emissions for the year the initial fee was paid 

(previously reported on line 5 of the initial fee form). 

N/A 

7. If line 5 is greater than line 6, subtract line 6 from line 5, and enter the result. 

Otherwise enter "0." 

8. If line 6 is greater than line 5, subtract line 5 from line 6, and enter the result. 

Otherwise enter "0." 

9. If line 7 is greater than 0, multiply line 7 by last year’s fee rate ($/ton) and enter the 

result here. This is the underpayment. Go to line 21. 

10. If line 8 is greater than 0, multiply line 8 by last year's fee rate ($/ton) and enter the 

result here. This is the overpayment. Go to line 21. 

RECONCILIATION 

 (WHEN INITIAL FEES WERE BASED ON ESTIMATES 

FOR THE “PRECEDING” CALENDAR YEAR) 

Only complete lines 11-20 if you are paying the first annual fee and initial fees were based on estimated actual 

emissions for the calendar year preceding initial fee payment; otherwise skip to line 21. If completing this 

section, you will also need to complete sections D and E to report actual emissions for the calendar year 

preceding initial fee payment. 

11. Sum the actual emissions from section D (non-HAP) for the calendar year preceding 

initial fee payment and enter the result here. 

N/A

12. Sum the actual emissions from section E (HAP) for the calendar year preceding 

initial fee payment and enter the result here. 

13. Add lines 11 and 12 and enter the total here. These are total actual emissions for 

the calendar year preceding initial fee payment. 

14. Enter double counted emission from line 13 here. If none, enter "0." 

15. Subtract line 14 from line 13, round to the nearest ton, and enter the result here. 
FEE 

EPA Form 5900-03 

5

16. Enter the total estimated actual emissions previously reported on line 5 of the initial 

fee form. These are estimated actual emissions for the calendar year preceding 

initial fee payment. 

17. If line 15 is greater than line 16, subtract line 16 from line 15, and enter the result 

here. Otherwise enter "0." 

18. If line 16 is greater than line 15, subtract line 15 from line 16, and enter the result 

here. Otherwise enter "0." 

19. If line 17 is greater than 0, multiply line 17 by last year’s fee rate ($/ton) and enter the 

result here. This is the underpayment. 

20. If line 18 is greater than 0, multiply line 18 by last year’s fee rate ($/ton) and enter the 

result on this line. This is the overpayment. 

FEE CALCULATION 

21. Multiply line 5 (tons) by the current fee rate ($/ton) and enter the result here. $71,818.38 

22. Enter any underpayment from line 9 or 19 here. Otherwise enter "0." 

23. Enter any overpayment from line 10 or 20 here. Otherwise enter "0." 

24. If line 22 is greater than "0," add it to line 21 and enter the result here. If line 23 is 

greater than "0," subtract this from line 21 and enter the result here. Otherwise enter 

the amount on line 21 here. This is the fee adjusted for reconciliation. 

25. If your account was credited for fee assessment error since the last time you paid 

fees, enter the amount of the credit here. Otherwise enter "0." 

26. Subtract line 25 from line 24 and enter the result here. Stop here. This is the total 

fee amount that you must remit to EPA. 
EPA Form 5900-84 

 OMB No. 2060-0336, Approval Expires 06/30/2015

Federal Operating Permit Program (40 CFR Part 71) 

EMISSION CALCULATIONS (EMISS)

Calculate potential to emit (PTE) for applicability purposes and actual emissions for fee purposes for 

each emissions unit, control device, or alternative operating scenario identified in section I of form 

GIS. If form FEE does not need to be submitted with the application, do not calculate actual 

emissions. 

A. Emissions Unit ID EU-001

B. Identification and Quantification of Emissions 

First, list each air pollutant that is either regulated at the unit or present in major amounts, then list any 

other regulated pollutant (for fee calculation) not already listed. HAP may be simply listed as "HAP." Next, 

calculate PTE for applicability purposes and actual emissions for fee purposes for each pollutant. Do not 

calculate PTE for air pollutants listed solely for fee purposes. Include all fugitives for fee purposes. You 

may round to the nearest tenth of a ton for yearly values or tenth of a pound for hourly values. 

Air Pollutants 

Emission Rates 

CAS No. 

 Actual 

 Annual 

 Emissions 

 (tons/yr) 

Potential to Emit 

 Hourly 

 (lb/hr) 

 Annual 

 (tons/yr) 

PM N/A 3.03 4.91 

PM10 N/A 4.17 6.75 

PM2.5 N/A 4.08 6.62 

NOx N/A 77.66 125.88 

SO2 N/A 0.05 0.09 

H2SO4 N/A 0.002 0.003 

CO N/A 16.59 26.89 

VOC N/A 5.17 8.37 

Pb N/A 0.001 0.002 

CO2e N/A 6944.93 11257.06 

1,3-Butadiene N/A - - 00106-990 

Acetaldehyde N/A 8.99E-04 1.46E-03 00075-07-0 

Acrolein N/A 2.81E-04 4.56E-04 00107-02-8 

Benzene N/A 2.77E-02 4.49E-02 00071-43-2 

Formaldehyde N/A 2.81E-03 4.56E-03 00050-00-0 

Toluene N/A 1.00E-02 1.62E-02 00108-88-3 

Xylene N/A 6.88E-03 1.12E-02 001330-20-7 

Total PAH N/A 7.56E-03 1.23E-02 130498-29-2 

Naphthalene N/A 4.64E-03 7.52E-03 00091-20-3 
EMISS 

EPA Form 5900-84 

2

 OMB No. 2060-0336, Approval Expires 06/30/2015

Federal Operating Permit Program (40 CFR Part 71) 

EMISSION CALCULATIONS (EMISS)

Calculate potential to emit (PTE) for applicability purposes and actual emissions for fee purposes for 

each emissions unit, control device, or alternative operating scenario identified in section I of form 

GIS. If form FEE does not need to be submitted with the application, do not calculate actual 

emissions. 

A. Emissions Unit ID EU-002

B. Identification and Quantification of Emissions 

First, list each air pollutant that is either regulated at the unit or present in major amounts, then list any 

other regulated pollutant (for fee calculation) not already listed. HAP may be simply listed as "HAP." Next, 

calculate PTE for applicability purposes and actual emissions for fee purposes for each pollutant. Do not 

calculate PTE for air pollutants listed solely for fee purposes. Include all fugitives for fee purposes. You 

may round to the nearest tenth of a ton for yearly values or tenth of a pound for hourly values. 

Air Pollutants 

Emission Rates 

CAS No. 

 Actual 

 Annual 

 Emissions 

 (tons/yr) 

Potential to Emit 

 Hourly 

 (lb/hr) 

 Annual 

 (tons/yr) 

PM N/A 3.03 4.91 

PM10 N/A 4.17 6.75 

PM2.5 N/A 4.08 6.62 

NOx N/A 77.66 125.88 

SO2 N/A 0.05 0.09 

H2SO4 N/A 0.002 0.003 

CO N/A 16.59 26.89 

VOC N/A 5.17 8.37 

Pb N/A 0.001 0.002 

CO2e N/A 6944.93 11257.06 

1,3-Butadiene N/A - - 00106-990 

Acetaldehyde N/A 8.99E-04 1.46E-03 00075-07-0 

Acrolein N/A 2.81E-04 4.56E-04 00107-02-8 

Benzene N/A 2.77E-02 4.49E-02 00071-43-2 

Formaldehyde N/A 2.81E-03 4.56E-03 00050-00-0 

Toluene N/A 1.00E-02 1.62E-02 00108-88-3 

Xylene N/A 6.88E-03 1.12E-02 001330-20-7 

Total PAH N/A 7.56E-03 1.23E-02 130498-29-2 

Naphthalene N/A 4.64E-03 7.52E-03 00091-20-3 
EMISS 

EPA Form 5900-84 

3

 OMB No. 2060-0336, Approval Expires 06/30/2015

Federal Operating Permit Program (40 CFR Part 71) 

EMISSION CALCULATIONS (EMISS)

Calculate potential to emit (PTE) for applicability purposes and actual emissions for fee purposes for 

each emissions unit, control device, or alternative operating scenario identified in section I of form 

GIS. If form FEE does not need to be submitted with the application, do not calculate actual 

emissions. 

A. Emissions Unit ID EU-003

B. Identification and Quantification of Emissions 

First, list each air pollutant that is either regulated at the unit or present in major amounts, then list any 

other regulated pollutant (for fee calculation) not already listed. HAP may be simply listed as "HAP." Next, 

calculate PTE for applicability purposes and actual emissions for fee purposes for each pollutant. Do not 

calculate PTE for air pollutants listed solely for fee purposes. Include all fugitives for fee purposes. You 

may round to the nearest tenth of a ton for yearly values or tenth of a pound for hourly values. 

Air Pollutants 

Emission Rates 

CAS No. 

 Actual 

 Annual 

 Emissions 

 (tons/yr) 

Potential to Emit 

 Hourly 

 (lb/hr) 

 Annual 

 (tons/yr) 

PM N/A 3.03 4.91 

PM10 N/A 4.17 6.75 

PM2.5 N/A 4.08 6.62 

NOx N/A 77.66 125.88 

SO2 N/A 0.05 0.09 

H2SO4 N/A 0.002 0.003 

CO N/A 16.59 26.89 

VOC N/A 5.17 8.37 

Pb N/A 0.001 0.002 

CO2e N/A 6944.93 11257.06 

1,3-Butadiene N/A - - 00106-990 

Acetaldehyde N/A 8.99E-04 1.46E-03 00075-07-0 

Acrolein N/A 2.81E-04 4.56E-04 00107-02-8 

Benzene N/A 2.77E-02 4.49E-02 00071-43-2 

Formaldehyde N/A 2.81E-03 4.56E-03 00050-00-0 

Toluene N/A 1.00E-02 1.62E-02 00108-88-3 

Xylene N/A 6.88E-03 1.12E-02 001330-20-7 

Total PAH N/A 7.56E-03 1.23E-02 130498-29-2 

Naphthalene N/A 4.64E-03 7.52E-03 00091-20-3 
EMISS 

EPA Form 5900-84 

4

 OMB No. 2060-0336, Approval Expires 06/30/2015

Federal Operating Permit Program (40 CFR Part 71) 

EMISSION CALCULATIONS (EMISS)

Calculate potential to emit (PTE) for applicability purposes and actual emissions for fee purposes for 

each emissions unit, control device, or alternative operating scenario identified in section I of form 

GIS. If form FEE does not need to be submitted with the application, do not calculate actual 

emissions. 

A. Emissions Unit ID EU-004

B. Identification and Quantification of Emissions 

First, list each air pollutant that is either regulated at the unit or present in major amounts, then list any 

other regulated pollutant (for fee calculation) not already listed. HAP may be simply listed as "HAP." Next, 

calculate PTE for applicability purposes and actual emissions for fee purposes for each pollutant. Do not 

calculate PTE for air pollutants listed solely for fee purposes. Include all fugitives for fee purposes. You 

may round to the nearest tenth of a ton for yearly values or tenth of a pound for hourly values. 

Air Pollutants 

Emission Rates 

CAS No. 

 Actual 

 Annual 

 Emissions 

 (tons/yr) 

Potential to Emit 

 Hourly 

 (lb/hr) 

 Annual 

 (tons/yr) 

PM N/A 3.03 4.91 

PM10 N/A 4.17 6.75 

PM2.5 N/A 4.08 6.62 

NOx N/A 77.66 125.88 

SO2 N/A 0.05 0.09 

H2SO4 N/A 0.002 0.003 

CO N/A 16.59 26.89 

VOC N/A 5.17 8.37 

Pb N/A 0.001 0.002 

CO2e N/A 6944.93 11257.06 

1,3-Butadiene N/A - - 00106-990 

Acetaldehyde N/A 8.99E-04 1.46E-03 00075-07-0 

Acrolein N/A 2.81E-04 4.56E-04 00107-02-8 

Benzene N/A 2.77E-02 4.49E-02 00071-43-2 

Formaldehyde N/A 2.81E-03 4.56E-03 00050-00-0 

Toluene N/A 1.00E-02 1.62E-02 00108-88-3 

Xylene N/A 6.88E-03 1.12E-02 001330-20-7 

Total PAH N/A 7.56E-03 1.23E-02 130498-29-2 

Naphthalene N/A 4.64E-03 7.52E-03 00091-20-3 
EMISS 

EPA Form 5900-84 

5

 OMB No. 2060-0336, Approval Expires 06/30/2015

Federal Operating Permit Program (40 CFR Part 71) 

EMISSION CALCULATIONS (EMISS)

Calculate potential to emit (PTE) for applicability purposes and actual emissions for fee purposes for 

each emissions unit, control device, or alternative operating scenario identified in section I of form 

GIS. If form FEE does not need to be submitted with the application, do not calculate actual 

emissions. 

A. Emissions Unit ID EU-005

B. Identification and Quantification of Emissions 

First, list each air pollutant that is either regulated at the unit or present in major amounts, then list any 

other regulated pollutant (for fee calculation) not already listed. HAP may be simply listed as "HAP." Next, 

calculate PTE for applicability purposes and actual emissions for fee purposes for each pollutant. Do not 

calculate PTE for air pollutants listed solely for fee purposes. Include all fugitives for fee purposes. You 

may round to the nearest tenth of a ton for yearly values or tenth of a pound for hourly values. 

Air Pollutants 

Emission Rates 

CAS No. 

 Actual 

 Annual 

 Emissions 

 (tons/yr) 

Potential to Emit 

 Hourly 

 (lb/hr) 

 Annual 

 (tons/yr) 

PM N/A 3.03 4.91 

PM10 N/A 4.17 6.75 

PM2.5 N/A 4.08 6.62 

NOx N/A 77.66 125.88 

SO2 N/A 0.05 0.09 

H2SO4 N/A 0.002 0.003 

CO N/A 16.59 26.89 

VOC N/A 5.17 8.37 

Pb N/A 0.001 0.002 

CO2e N/A 6944.93 11257.06 

1,3-Butadiene N/A - - 00106-990 

Acetaldehyde N/A 8.99E-04 1.46E-03 00075-07-0 

Acrolein N/A 2.81E-04 4.56E-04 00107-02-8 

Benzene N/A 2.77E-02 4.49E-02 00071-43-2 

Formaldehyde N/A 2.81E-03 4.56E-03 00050-00-0 

Toluene N/A 1.00E-02 1.62E-02 00108-88-3 

Xylene N/A 6.88E-03 1.12E-02 001330-20-7 

Total PAH N/A 7.56E-03 1.23E-02 130498-29-2 

Naphthalene N/A 4.64E-03 7.52E-03 00091-20-3 
EMISS 

EPA Form 5900-84 

6

 OMB No. 2060-0336, Approval Expires 06/30/2015

Federal Operating Permit Program (40 CFR Part 71) 

EMISSION CALCULATIONS (EMISS)

Calculate potential to emit (PTE) for applicability purposes and actual emissions for fee purposes for 

each emissions unit, control device, or alternative operating scenario identified in section I of form 

GIS. If form FEE does not need to be submitted with the application, do not calculate actual 

emissions. 

A. Emissions Unit ID EU-006

B. Identification and Quantification of Emissions 

First, list each air pollutant that is either regulated at the unit or present in major amounts, then list any 

other regulated pollutant (for fee calculation) not already listed. HAP may be simply listed as "HAP." Next, 

calculate PTE for applicability purposes and actual emissions for fee purposes for each pollutant. Do not 

calculate PTE for air pollutants listed solely for fee purposes. Include all fugitives for fee purposes. You 

may round to the nearest tenth of a ton for yearly values or tenth of a pound for hourly values. 

Air Pollutants 

Emission Rates 

CAS No. 

 Actual 

 Annual 

 Emissions 

 (tons/yr) 

Potential to Emit 

 Hourly 

 (lb/hr) 

 Annual 

 (tons/yr) 

PM N/A 3.03 4.91 

PM10 N/A 4.17 6.75 

PM2.5 N/A 4.08 6.62 

NOx N/A 77.66 125.88 

SO2 N/A 0.05 0.09 

H2SO4 N/A 0.002 0.003 

CO N/A 16.59 26.89 

VOC N/A 5.17 8.37 

Pb N/A 0.001 0.002 

CO2e N/A 6944.93 11257.06 

1,3-Butadiene N/A - - 00106-990 

Acetaldehyde N/A 8.99E-04 1.46E-03 00075-07-0 

Acrolein N/A 2.81E-04 4.56E-04 00107-02-8 

Benzene N/A 2.77E-02 4.49E-02 00071-43-2 

Formaldehyde N/A 2.81E-03 4.56E-03 00050-00-0 

Toluene N/A 1.00E-02 1.62E-02 00108-88-3 

Xylene N/A 6.88E-03 1.12E-02 001330-20-7 

Total PAH N/A 7.56E-03 1.23E-02 130498-29-2 

Naphthalene N/A 4.64E-03 7.52E-03 00091-20-3 
EMISS 

EPA Form 5900-84 

7

 OMB No. 2060-0336, Approval Expires 06/30/2015

Federal Operating Permit Program (40 CFR Part 71) 

EMISSION CALCULATIONS (EMISS)

Calculate potential to emit (PTE) for applicability purposes and actual emissions for fee purposes for 

each emissions unit, control device, or alternative operating scenario identified in section I of form 

GIS. If form FEE does not need to be submitted with the application, do not calculate actual 

emissions. 

A. Emissions Unit ID EU-007

B. Identification and Quantification of Emissions 

First, list each air pollutant that is either regulated at the unit or present in major amounts, then list any 

other regulated pollutant (for fee calculation) not already listed. HAP may be simply listed as "HAP." Next, 

calculate PTE for applicability purposes and actual emissions for fee purposes for each pollutant. Do not 

calculate PTE for air pollutants listed solely for fee purposes. Include all fugitives for fee purposes. You 

may round to the nearest tenth of a ton for yearly values or tenth of a pound for hourly values. 

Air Pollutants 

Emission Rates 

CAS No. 

 Actual 

 Annual 

 Emissions 

 (tons/yr) 

Potential to Emit 

 Hourly 

 (lb/hr) 

 Annual 

 (tons/yr) 

PM N/A 3.03 4.91 

PM10 N/A 4.17 6.75 

PM2.5 N/A 4.08 6.62 

NOx N/A 77.66 125.88 

SO2 N/A 0.05 0.09 

H2SO4 N/A 0.002 0.003 

CO N/A 16.59 26.89 

VOC N/A 5.17 8.37 

Pb N/A 0.001 0.002 

CO2e N/A 6944.93 11257.06 

1,3-Butadiene N/A - - 00106-990 

Acetaldehyde N/A 8.99E-04 1.46E-03 00075-07-0 

Acrolein N/A 2.81E-04 4.56E-04 00107-02-8 

Benzene N/A 2.77E-02 4.49E-02 00071-43-2 

Formaldehyde N/A 2.81E-03 4.56E-03 00050-00-0 

Toluene N/A 1.00E-02 1.62E-02 00108-88-3 

Xylene N/A 6.88E-03 1.12E-02 001330-20-7 

Total PAH N/A 7.56E-03 1.23E-02 130498-29-2 

Naphthalene N/A 4.64E-03 7.52E-03 00091-20-3 
EMISS 

EPA Form 5900-84 

8

 OMB No. 2060-0336, Approval Expires 06/30/2015

Federal Operating Permit Program (40 CFR Part 71) 

EMISSION CALCULATIONS (EMISS)

Calculate potential to emit (PTE) for applicability purposes and actual emissions for fee purposes for 

each emissions unit, control device, or alternative operating scenario identified in section I of form 

GIS. If form FEE does not need to be submitted with the application, do not calculate actual 

emissions. 

A. Emissions Unit ID EU-008

B. Identification and Quantification of Emissions 

First, list each air pollutant that is either regulated at the unit or present in major amounts, then list any 

other regulated pollutant (for fee calculation) not already listed. HAP may be simply listed as "HAP." Next, 

calculate PTE for applicability purposes and actual emissions for fee purposes for each pollutant. Do not 

calculate PTE for air pollutants listed solely for fee purposes. Include all fugitives for fee purposes. You 

may round to the nearest tenth of a ton for yearly values or tenth of a pound for hourly values. 

Air Pollutants 

Emission Rates 

CAS No. 

 Actual 

 Annual 

 Emissions 

 (tons/yr) 

Potential to Emit 

 Hourly 

 (lb/hr) 

 Annual 

 (tons/yr) 

PM N/A 3.03 4.91 

PM10 N/A 4.17 6.75 

PM2.5 N/A 4.08 6.62 

NOx N/A 77.66 125.88 

SO2 N/A 0.05 0.09 

H2SO4 N/A 0.002 0.003 

CO N/A 16.59 26.89 

VOC N/A 5.17 8.37 

Pb N/A 0.001 0.002 

CO2e N/A 6944.93 11257.06 

1,3-Butadiene N/A - - 00106-990 

Acetaldehyde N/A 8.99E-04 1.46E-03 00075-07-0 

Acrolein N/A 2.81E-04 4.56E-04 00107-02-8 

Benzene N/A 2.77E-02 4.49E-02 00071-43-2 

Formaldehyde N/A 2.81E-03 4.56E-03 00050-00-0 

Toluene N/A 1.00E-02 1.62E-02 00108-88-3 

Xylene N/A 6.88E-03 1.12E-02 001330-20-7 

Total PAH N/A 7.56E-03 1.23E-02 130498-29-2 

Naphthalene N/A 4.64E-03 7.52E-03 00091-20-3 
EPA Form 5900-85 

 OMB No. 2060-0336, Approval Expires 06/30/2015

Federal Operating Permit Program (40 CFR Part 71)

 

POTENTIAL TO EMIT (PTE)

For each unit with emissions that count towards applicability, list the emissions unit ID and the PTE for 

the air pollutants listed below and sum them up to show totals for the facility. You may find it helpful to 

complete form EMISS before completing this form. Show other pollutants not listed that are present in 

major amounts at the facility on attachment in a similar fashion. You may round values to the nearest 

tenth of a ton. Also report facility totals in section J of form GIS. 

 

Emissions Unit ID 

Regulated Air Pollutants and Pollutants for which the Source is Major (tons/yr) 

 NOx 

 

 VOC SO2 PM10 CO 

 

 Lead HAP 

EU-001 – EU-008 1,007.02 66.99 0.70 54.03 215.09 1.34E-02 7.88E-01 

OTHER SOURCES 302.59 43.49 0.18 10.53 95.55 0.0066 7.26 

FACILITY TOTALS 1,309.61 110.48 0.88 64.56 310.64 0.02 8.05 
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 

Trinity Consultants 

APPENDIX A: STACK TEST RESULTS 
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 

Trinity Consultants 

APPENDIX A-1: PM/PM10/PM2.5 STACK TEST RESULTS 
Method 5

Results Method 202 Results

Emission Unit ID Emission Unit

Three Run

Engine Load

Average

(kW)

Three Run Average

Total PM Mass

Emission Rate

(g/kW‐hr)

Three Run

Average

Filterable PM

Mass Emission

Rate

(g/kW‐hr)

Three Run Average

Condensible PM

Mass Emission Rate

(g/kW‐hr)

PM10 Emission

rate (g/kW‐hr)

PM2.5 Emission

rate (g/kW‐hr)

Main	Engine	1	Low	Load 1,410 0.48 0.27 0.21 0.43 0.42

Main	Engine	1	Medium	Load 1,987 0.36 0.26 0.10 0.31 0.30

Main	Engine	1	High	Load 2,364 0.30 0.19 0.10 0.26 0.25

Main	Engine	2	Low	Load 1,483 0.36 0.22 0.14 0.32 0.31

Main	Engine	2	Medium	Load 1,945 0.33 0.22 0.10 0.28 0.28

Main	Engine	2	High	Load 2,500 0.29 0.20 0.10 0.26 0.25

Main	Engine	3	Low	Load 1,489 0.69 0.38 0.31 0.61 0.60

Main	Engine	3	Medium	Load 1,995 0.30 0.18 0.13 0.27 0.26

Main	Engine	3	High	Load 2,402 0.33 0.24 0.09 0.29 0.28

Main	Engine	4	Low	Load 1,473 0.57 0.36 0.21 0.50 0.49

Main	Engine	4	Medium	Load 2,013 0.40 0.24 0.16 0.35 0.34

Main	Engine	4	High	Load 2,420 0.41 0.29 0.13 0.36 0.35

Main	Engine	5	Low	Load 1,467 0.89 0.63 0.26 0.77 0.75

Main	Engine	5	Medium	Load 2,018 0.61 0.46 0.15 0.52 0.51

Main	Engine	5	High	Load 2,424 0.62 0.54 0.08 0.51 0.49

Main	Engine	6	Low	Load 1,414 0.52 0.31 0.20 0.45 0.44

Main	Engine	6	Medium	Load 2,006 0.31 0.20 0.12 0.28 0.27

Main	Engine	6	High	Load 2,514 0.27 0.21 0.06 0.23 0.22

Main	Engine	7	Low	Load 1,488 0.38 0.24 0.14 0.33 0.32

Main	Engine	7	Medium	Load 1,991 0.31 0.17 0.14 0.28 0.27

Main	Engine	7	High	Load 2,519 0.34 0.25 0.09 0.29 0.28

Main	Engine	8	Low	Load 1,486 0.38 0.22 0.17 0.34 0.33

Main	Engine	8	Medium	Load 2,017 0.27 0.15 0.12 0.24 0.23

Main	Engine	8	High	Load 2,504 0.25 0.18 0.07 0.21 0.21

Current	PM	Permit	Limit	(OCS‐EPA‐R4008‐M1) 0.43 g/kw‐hr		(7.00E10‐4	lb/hp‐hr)

Current	PM10	Permit	Limit	(OCS‐EPA‐R4008‐M1) 0.24 g/kw‐hr		(4.01E10‐4	lb/hp‐hr)Current	PM2.5	Permit	Limit	(OCS‐EPA‐R4008‐M1) 0.24 g/kw‐hr		(3.89E10‐4	lb/hp‐hr)Proposed Methodology for PM10 and PM2.5 estimation

PM10	=	Method	5	Results	*	(0.0496/0.0620)	+	Method	202	Results

PM2.5	=	Method	5	Results	*	(0.0479/0.0620)	+	Method	202	Results

EU‐008EU‐003EU‐005EU‐006EU‐007

EU‐001	

EU‐002

Table 1	‐	Summary of PM/PM10/PM2.5 Stack Test Results

Source Calculated Emission Rate

EU‐004

Draft	Compliance	Field	Test	Data	for	PM	v2.0 
ENGINE 1 - LOW LOAD ENGINE 1 - MID LOAD 

Run 1 Run 2 Run 3 Average Run 1 Run 2 Run 3 Average Run 1 

Engine Load (kW) 1,351 1,454 1,424 1,410 1,914 1,985 2,063 1,987 2,381 

Total Particulate Matter Mass Emission Rate (g/kW-hr) 0.60 0.44 0.42 0.48 0.32 0.33 0.42 0.36 0.30 

Total Particulate Matter Mass Emission Rate (lb/hr) 1.78 1.40 1.30 1.49 1.36 1.45 1.91 1.57 1.55 

Filterable Particulate Matter Mass Emission Rate (g/kW-hr) 0.30 0.26 0.24 0.27 0.25 0.21 0.31 0.26 0.20 

Filterable Particulate Matter Mass Emission Rate (lb/hr) 0.91 0.83 0.76 0.83 1.07 0.92 1.43 1.14 1.05 

Condensible Particulate Matter Mass Emission Rate (g/kW-hr) 0.29 0.18 0.17 0.21 0.07 0.12 0.11 0.10 0.10 

Condensible Particulate Matter Mass Emission Rate (lb/hr) 0.87 0.56 0.55 0.66 0.29 0.52 0.48 0.43 0.50 

Maximum Six-Minute Average of Visible Emissions (% opacity)

Stack Gas Average Flow Rate (acfm) 13,582 14,083 13,837 13,834 17,741 17,721 18,903 18,122 21,498 

Stack Gas Average Flow Rate (scfm) 6,020 6,191 6,076 6,096 7,792 7,747 8,259 7,933 9,466 

Stack Gas Average Flow Rate (dscfm) 5,599 5,731 5,655 5,662 7,169 7,127 7,599 7,298 8,708 

Stack Gas Average Velocity (fpm) 2,861 2,967 2,915 2,915 3,789 3,785 4,037 3,870 4,529 

Stack Gas Average Static Pressure (in-H2O) 1.00 1.20 1.00 1.07 0.91 1.00 0.97 0.96 2.60 

Stack Gas Average Temperature (°F) 737 748 749 745 744 749 750 748 745 

Stack Gas Percent by Volume Moisture (%H2O) 6.99 7.43 6.93 7.12 8.00 8.00 8.00 8.00 8.00 

Measured Stack Inner Diameter (in) 29.50 29.50 29.50 29.50 29.50 29.50 29.50 29.50 29.50 

Table 2	‐	Engine 1 Stack Test Results

Draft	Compliance	Field	Test	Data	for	PM	v2.0 
ENGINE 2 - LOW LOAD ENGINE 2 - MID LOAD 

Run 1 Run 2 Run 3 Average Run 1 Run 2 Run 3 Average Run 1 

Engine Load (kW) 1,466 1,479 1,505 1,483 1,919 1,948 1,968 1,945 2,500 

Total Particulate Matter Mass Emission Rate (g/kW-hr) 0.32 0.40 0.36 0.36 0.39 0.33 0.26 0.33 0.30 

Total Particulate Matter Mass Emission Rate (lb/hr) 1.03 1.30 1.20 1.18 1.64 1.41 1.13 1.40 1.63 

Filterable Particulate Matter Mass Emission Rate (g/kW-hr) 0.17 0.27 0.22 0.22 0.29 0.22 0.15 0.22 0.20 

Filterable Particulate Matter Mass Emission Rate (lb/hr) 0.55 0.88 0.72 0.72 1.24 0.94 0.65 0.95 1.11 

Condensible Particulate Matter Mass Emission Rate (g/kW-hr) 0.15 0.13 0.14 0.14 0.10 0.11 0.11 0.10 0.09 

Condensible Particulate Matter Mass Emission Rate (lb/hr) 0.48 0.43 0.48 0.46 0.40 0.47 0.48 0.45 0.52 

Maximum Six-Minute Average of Visible Emissions (% opacity)

Stack Gas Average Flow Rate (acfm) 15,193 15,376 15,654 15,408 17,310 18,450 17,772 17,844 23,005 

Stack Gas Average Flow Rate (scfm) 6,874 6,915 7,029 6,939 7,733 8,241 7,914 7,962 10,359 

Stack Gas Average Flow Rate (dscfm) 6,324 6,362 6,466 6,384 7,114 7,582 7,281 7,325 9,530 

Stack Gas Average Velocity (fpm) 3,201 3,239 3,298 3,246 3,697 3,940 3,796 3,811 4,847 

Stack Gas Average Static Pressure (in-H2O) 1.10 1.00 1.10 1.07 1.50 1.50 1.50 1.50 2.60 

Stack Gas Average Temperature (°F) 705 712 714 711 730 730 730 730 723 

Stack Gas Percent by Volume Moisture (%H2O) 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00 

Measured Stack Inner Diameter (in) 29.50 29.50 29.50 29.50 29.50 29.50 29.50 29.50 29.50 

Table 3	‐	Engine 2 Stack Test Results

Draft	Compliance	Field	Test	Data	for	PM	v2.0 
ENGINE 3 - LOW LOAD ENGINE 3 - MID LOAD 

Run 1 Run 2 Run 3 Average Run 1 Run 2 Run 3 Average Run 1 

Engine Load (kW) 1,488 1,476 1,502 1,489 2,007 2,000 1,978 1,995 2,402 

Total Particulate Matter Mass Emission Rate (g/kW-hr) 1.09 0.42 0.56 0.69 0.28 0.38 0.24 0.30 0.36 

Total Particulate Matter Mass Emission Rate (lb/hr) 3.58 1.35 1.86 2.26 1.26 1.67 1.06 1.33 1.91 

Filterable Particulate Matter Mass Emission Rate (g/kW-hr) 0.60 0.24 0.29 0.38 0.17 0.18 0.18 0.18 0.23 

Filterable Particulate Matter Mass Emission Rate (lb/hr) 1.98 0.77 0.96 1.24 0.77 0.78 0.78 0.78 1.24 

Condensible Particulate Matter Mass Emission Rate (g/kW-hr) 0.49 0.18 0.27 0.31 0.11 0.20 0.06 0.13 0.13 

Condensible Particulate Matter Mass Emission Rate (lb/hr) 1.59 0.58 0.91 1.03 0.48 0.89 0.28 0.55 0.66 

Maximum Six-Minute Average of Visible Emissions (% opacity)

Stack Gas Average Flow Rate (acfm) 14,276 14,423 14,403 14,367 18,287 18,166 18,014 18,156 21,428 

Stack Gas Average Flow Rate (scfm) 6,408 6,488 6,454 6,450 8,150 8,138 8,074 8,121 9,620 

Stack Gas Average Flow Rate (dscfm) 5,895 5,969 5,938 5,934 7,498 7,487 7,428 7,471 8,851 

Stack Gas Average Velocity (fpm) 3,049 3,080 3,076 3,068 3,905 3,880 3,847 3,877 4,512 

Stack Gas Average Static Pressure (in-H2O) 0.80 1.10 1.00 0.97 1.90 1.80 1.90 1.87 2.50 

Stack Gas Average Temperature (°F) 714 712 716 714 725 723 723 724 715 

Stack Gas Percent by Volume Moisture (%H2O) 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00 

Measured Stack Inner Diameter (in) 29.30 29.30 29.30 29.30 29.30 29.30 29.30 29.30 29.30 

Table

4	‐	Engine 3 Stack Test Results

Draft	Compliance	Field	Test	Data	for	PM	v2.0 
ENGINE 4 - LOW LOAD ENGINE 4 - MID LOAD 

Run 1 Run 2 Run 3 Average Run 1 Run 2 Run 3 Average Run 1 

Engine Load (kW) 1,481 1,485 1,455 1,473 2,016 2,006 2,018 2,013 2,412 

Total Particulate Matter Mass Emission Rate (g/kW-hr) 0.45 0.64 0.62 0.57 0.44 0.37 0.39 0.40 0.38 

Total Particulate Matter Mass Emission Rate (lb/hr) 1.46 2.10 1.99 1.85 1.94 1.63 1.75 1.77 2.02 

Filterable Particulate Matter Mass Emission Rate (g/kW-hr) 0.30 0.42 0.36 0.36 0.28 0.21 0.24 0.24 0.29 

Filterable Particulate Matter Mass Emission Rate (lb/hr) 0.97 1.39 1.17 1.18 1.23 0.94 1.07 1.08 1.54 

Condensible Particulate Matter Mass Emission Rate (g/kW-hr) 0.15 0.22 0.26 0.21 0.16 0.16 0.15 0.16 0.09 

Condensible Particulate Matter Mass Emission Rate (lb/hr) 0.49 0.71 0.82 0.67 0.70 0.69 0.68 0.69 0.48 

Maximum Six-Minute Average of Visible Emissions (% opacity)

Stack Gas Average Flow Rate (acfm) 13,887 14,528 14,275 14,230 18,178 18,540 18,462 18,393 22,146 

Stack Gas Average Flow Rate (scfm) 6,150 6,440 6,319 6,303 7,944 8,107 8,107 8,053 9,805 

Stack Gas Average Flow Rate (dscfm) 5,658 5,925 5,814 5,799 7,309 7,459 7,458 7,409 9,021 

Stack Gas Average Velocity (fpm) 2,966 3,103 3,049 3,039 3,882 3,960 3,943 3,928 4,653 

Stack Gas Average Static Pressure (in-H2O) 0.95 1.10 1.00 1.02 1.50 1.40 1.40 1.43 2.50 

Stack Gas Average Temperature (°F) 738 737 739 738 751 750 745 749 735 

Stack Gas Percent by Volume Moisture (%H2O) 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00 

Measured Stack Inner Diameter (in)* 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.78 

Table 5	‐	Engine

4 Stack Test Results

Draft	Compliance	Field	Test	Data	for	PM	v2.0 
ENGINE 5 - LOW LOAD ENGINE 5 - MID LOAD 

Run 1 Run 2 Run 3 Average Run 1 Run 2 Run 3 Average Run 1 

Engine Load (kW) 1,509 1,471 1,422 1,467 2,015 2,008 2,032 2,018 2,386 

Total Particulate Matter Mass Emission Rate (g/kW-hr) 0.81 0.96 0.92 0.89 0.63 0.62 0.58 0.61 0.65 

Total Particulate Matter Mass Emission Rate (lb/hr) 2.68 3.10 2.87 2.88 2.82 2.77 2.60 2.73 3.39 

Filterable Particulate Matter Mass Emission Rate (g/kW-hr) 0.59 0.67 0.63 0.63 0.50 0.48 0.41 0.46 0.57 

Filterable Particulate Matter Mass Emission Rate (lb/hr) 1.97 2.16 1.98 2.04 2.24 2.11 1.84 2.06 3.00 

Condensible Particulate Matter Mass Emission Rate (g/kW-hr) 0.21 0.29 0.28 0.26 0.13 0.15 0.17 0.15 0.07 

Condensible Particulate Matter Mass Emission Rate (lb/hr) 0.71 0.94 0.89 0.85 0.58 0.65 0.76 0.66 0.39 

Maximum Six-Minute Average of Visible Emissions (% opacity)

Stack Gas Average Flow Rate (acfm) 16,666 16,610 16,216 16,497 18,336 18,314 18,462 18,371 20,406 

Stack Gas Average Flow Rate (scfm) 7,213 7,203 7,047 7,154 7,928 7,909 7,983 7,940 8,867 

Stack Gas Average Flow Rate (dscfm) 6,631 6,655 6,483 6,590 7,296 7,283 7,334 7,304 8,158 

Stack Gas Average Velocity (fpm) 3,099 3,089 3,015 3,068 3,916 3,911 3,943 3,923 4,358 

Stack Gas Average Static Pressure (in-H2O) 1.20 1.20 1.20 1.20 1.90 1.90 1.90 1.90 2.50 

Stack Gas Average Temperature (°F) 762 760 759 760 765 767 760 764 756 

Stack Gas Percent by Volume Moisture (%H2O) 8.07 7.61 8.00 7.89 7.97 7.91 8.14 8.01 8.00 

Measured Stack Inner Diameter (in)* 31.4 X 31.4 31.4 X 31.4 31.4 X 31.4 31.4 X 31.4 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 

Table 6	‐	Engine 5 Stack Test Results

Draft	Compliance	Field	Test	Data	for	PM	v2.0 
ENGINE 6 - LOW LOAD ENGINE 6 - MID LOAD 

Run 1 Run 2 Run 3 Average Run 1 Run 2 Run 3 Average Run 1 

Engine Load (kW) 1,348 1,470 1,423 1,414 1,916 2,067 2,035 2,006 2,543 

Total Particulate Matter Mass Emission Rate (g/kW-hr) 0.51 0.52 0.52 0.52 0.36 0.28 0.30 0.31 0.30 

Total Particulate Matter Mass Emission Rate (lb/hr) 1.52 1.68 1.62 1.61 1.52 1.30 1.35 1.39 1.69 

Filterable Particulate Matter Mass Emission Rate (g/kW-hr) 0.32 0.31 0.31 0.31 0.22 0.18 0.20 0.20 0.23 

Filterable Particulate Matter Mass Emission Rate (lb/hr) 0.95 1.01 0.98 0.98 0.93 0.82 0.88 0.88 1.27 

Condensible Particulate Matter Mass Emission Rate (g/kW-hr) 0.19 0.21 0.21 0.20 0.14 0.11 0.10 0.12 0.08 

Condensible Particulate Matter Mass Emission Rate (lb/hr) 0.57 0.67 0.64 0.63 0.59 0.48 0.47 0.51 0.42 

Maximum Six-Minute Average of Visible Emissions (% opacity)

Stack Gas Average Flow Rate (acfm) 13,137 14,557 13,291 13,662 17,554 18,755 18,378 18,229 22,694 

Stack Gas Average Flow Rate (scfm) 5,822 6,409 5,863 6,031 7,648 8,213 8,054 7,972 10,084 

Stack Gas Average Flow Rate (dscfm) 5,383 5,924 5,439 5,582 7,036 7,556 7,409 7,334 9,215 

Stack Gas Average Velocity (fpm) 2,768 3,067 2,800 2,878 3,698 3,951 3,872 3,841 4,781 

Stack Gas Average Static Pressure (in-H2O) 0.84 0.80 0.81 0.82 1.70 1.70 1.70 1.70 2.60 

Stack Gas Average Temperature (°F) 732 740 738 737 751 744 747 747 729 

Stack Gas Percent by Volume Moisture (%H2O) 7.53 7.56 7.22 7.44 8.00 8.00 8.00 8.00 8.62 

Measured Stack Inner Diameter (in)* 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 

Table 7	‐	Engine 6 Stack Test Results

Draft	Compliance	Field	Test	Data	for	PM	v2.0 
ENGINE 7 - LOW LOAD ENGINE 7 - MID LOAD 

Run 1 Run 2 Run 3 Average Run 1 Run 2 Run 3 Average Run 1 

Engine Load (kW) 1,492 1,477 1,496 1,488 1,963 2,037 1,972 1,991 2,518 

Total Particulate Matter Mass Emission Rate (g/kW-hr) 0.36 0.38 0.38 0.38 0.32 0.30 0.32 0.31 0.26 

Total Particulate Matter Mass Emission Rate (lb/hr) 1.19 1.25 1.26 1.23 1.37 1.36 1.39 1.37 1.46 

Filterable Particulate Matter Mass Emission Rate (g/kW-hr) 0.23 0.24 0.24 0.24 0.18 0.17 0.17 0.17 0.20 

Filterable Particulate Matter Mass Emission Rate (lb/hr) 0.75 0.77 0.80 0.77 0.79 0.76 0.74 0.76 1.09 

Condensible Particulate Matter Mass Emission Rate (g/kW-hr) 0.13 0.15 0.14 0.14 0.13 0.13 0.15 0.14 0.07 

Condensible Particulate Matter Mass Emission Rate (lb/hr) 0.44 0.47 0.46 0.46 0.58 0.61 0.65 0.61 0.37 

Maximum Six-Minute Average of Visible Emissions (% opacity)

Stack Gas Average Flow Rate (acfm) 14,307 14,396 14,562 14,422 20,165 18,816 18,349 19,110 22,711 

Stack Gas Average Flow Rate (scfm) 6,412 6,465 6,514 6,463 8,889 8,314 8,112 8,438 10,025 

Stack Gas Average Flow Rate (dscfm) 5,899 5,948 5,993 5,946 8,177 7,649 7,463 7,763 9,223 

Stack Gas Average Velocity (fpm) 3,056 3,074 3,110 3,080 4,307 4,019 3,919 4,081 4,850 

Stack Gas Average Static Pressure (in-H2O) 0.90 0.90 0.90 0.90 1.40 1.40 1.40 1.40 2.40 

Stack Gas Average Temperature (°F) 721 718 723 721 737 734 734 735 740 

Stack Gas Percent by Volume Moisture (%H2O) 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00 

Measured Stack Inner Diameter (in)* 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 29.3 X 29.3 

Table 8	‐	Engine 7 Stack Test Results

Draft	Compliance	Field	Test	Data	for	PM	v2.0 
ENGINE 8 - LOW LOAD ENGINE 8 - MID LOAD 

Run 1 Run 2 Run 3 Average Run 1 Run 2 Run 3 Average Run 1 

Engine Load (kW) 1,463 1,482 1,514 1,486 2,006 2,038 2,008 2,017 2,504 

Total Particulate Matter Mass Emission Rate (g/kW-hr) 0.37 0.40 0.38 0.38 0.28 0.25 0.27 0.27 0.25 

Total Particulate Matter Mass Emission Rate (lb/hr) 1.19 1.30 1.26 1.25 1.25 1.13 1.19 1.19 1.39 

Filterable Particulate Matter Mass Emission Rate (g/kW-hr) 0.21 0.23 0.20 0.22 0.17 0.13 0.15 0.15 0.19 

Filterable Particulate Matter Mass Emission Rate (lb/hr) 0.69 0.75 0.68 0.71 0.74 0.59 0.66 0.66 1.05 

Condensible Particulate Matter Mass Emission Rate (g/kW-hr) 0.15 0.17 0.18 0.17 0.12 0.12 0.12 0.12 0.06 

Condensible Particulate Matter Mass Emission Rate (lb/hr) 0.50 0.55 0.58 0.55 0.52 0.54 0.53 0.53 0.34 

Maximum Six-Minute Average of Visible Emissions (% opacity)

Stack Gas Average Flow Rate (acfm) 14,375 14,230 14,546 14,383 17,929 18,449 18,003 18,127 22,121 

Stack Gas Average Flow Rate (scfm) 6,356 6,236 6,351 6,314 7,810 7,993 7,787 7,863 9,667 

Stack Gas Average Flow Rate (dscfm) 5,847 5,737 5,843 5,809 7,185 7,353 7,164 7,234 8,948 

Stack Gas Average Velocity (fpm) 3,029 2,998 3,065 3,030 3,777 3,887 3,793 3,819 4,661 

Stack Gas Average Static Pressure (in-H2O) 0.90 0.90 0.90 0.90 1.60 1.60 1.60 1.60 2.40 

Stack Gas Average Temperature (°F) 737 748 750 745 759 765 769 764 752 

Stack Gas Percent by Volume Moisture (%H2O) 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00 7.44 

Measured Stack Inner Diameter (in)* 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 29.5 X 29.5 

Table 9	‐	Engine 8 Stack Test Results

Draft	Compliance	Field	Test	Data	for	PM	v2.0 
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 

Trinity Consultants 

APPENDIX A-2: VOC AND CO2 STACK TEST RESULTS 
Parameter 

Engine

Current Permit 

Limit, g/kW-hr

Run Run Run Load Average 

Emissions, 

g/kW-hr

Proposed Emission 

Limit, g/kW-hr 

123

VOC Eng. 1 0.39 0.63 0.61 0.61 Low 0.62 0.62

0.39 0.47 0.44 0.46 Med 0.46 0.62

0.39 0.43 0.42 0.44 High 0.43 0.62

VOC Eng. 2 0.39 0.56 0.54 0.56 Low 0.55 0.62

0.39 0.46 0.46 0.46 Med 0.46 0.62

0.39 0.46 0.45 0.52 High 0.47 0.62

VOC Eng. 3 0.39 0.52 0.57 0.50 Low 0.53 0.62

0.39 0.47 0.48 0.51 Med 0.49 0.62

0.39 0.49 0.45 0.45 High 0.46 0.62

VOC Eng. 4 0.39 0.56 0.59 0.63 Low 0.59 0.62

0.39 0.42 0.46 0.43 Med 0.44 0.62

0.39 0.47 0.49 0.49 High 0.48 0.62

VOC Eng. 5 0.39 0.58 0.51 0.47 Low 0.52 0.62

0.39 0.43 0.41 0.45 Med 0.43 0.62

0.39 0.48 0.46 0.44 High 0.46 0.62

VOC Eng. 6 0.39 0.54 0.62 0.60 Low 0.59 0.62

0.39 0.46 0.42 0.48 Med 0.45 0.62

0.39 0.46 0.48 0.48 High 0.47 0.62

VOC Eng. 7 0.39 0.54 0.52 0.50 Low 0.52 0.62

0.39 0.59 0.50 0.51 Med 0.53 0.62

0.39 0.48 0.44 0.48 High 0.47 0.62

VOC Eng. 8 0.39 0.51 0.52 0.50 Low 0.51 0.62

0.39 0.41 0.45 0.43 Med 0.43 0.62

0.39 0.42 0.41 0.43 High 0.42 0.62

Table 1 - Summary of VOC Stack Test Results

Draft Compliance Test Field Data V7_wjb_DV VOC Summary Sheet
Parameter 

Engine

Current CO2e 

Permit Limit, 

g/kW-hr

Run Run Run Load Average 

Emissions, 

g/kW-hr

Proposed CO2e 

Emission Limit, 

g/kW-hr 

123

CO2 Eng. 1 0.39 732.00 743.00 733.00 Low 736.00 829.00

0.39 712.00 681.00 693.00 Med 695.33 829.00

0.39 696.00 683.00 662.00 High 680.33 829.00

CO2 Eng. 2 0.39 833.00 829.00 825.00 Low 829.00 829.00

0.39 676.00 713.00 689.00 Med 692.67 829.00

0.39 710.00 708.00 759.00 High 725.67 829.00

CO2 Eng. 3 0.39 753.00 761.00 749.00 Low 754.33 829.00

0.39 726.00 715.00 756.00 Med 732.33 829.00

0.39 690.00 687.00 697.00 High 691.33 829.00

CO2 Eng. 4 0.39 766.00 793.00 810.00 Low 789.67 829.00

0.39 759.00 782.00 776.00 Med 772.33 829.00

0.39 703.80 725.00 748.00 High 725.60 829.00

CO2 Eng. 5 0.39 855.00 883.00 898.00 Low 878.67 829.00

0.39 692.00 693.00 693.00 Med 692.67 829.00

0.39 658.00 662.00 646.00 High 655.33 829.00

CO2 Eng. 6 0.39 717.00 766.00 717.00 Low 733.33 829.00

0.39 718.00 717.00 716.00 Med 717.00 829.00

0.39 683.00 680.00 693.00 High 685.33 829.00

CO2 Eng. 7 0.39 740.00 751.00 755.00 Low 748.67 829.00

0.39 785.00 715.00 726.00 Med 742.00 829.00

0.39 708.40 665.00 667.00 High 680.13 829.00

CO2 Eng. 8 0.39 752.00 741.00 741.00 Low 744.67 829.00

0.39 667.00 684.00 681.00 Med 677.33 829.00

0.39 678.00 663.00 677.00 High 672.67 829.00

Table 2 - Summary of CO2 Stack Test Results

Draft Compliance Test Field Data V7_wjb_DV CO2 Summary Sheet
Engine No. 1 Engine No. 1 Engine No. 1 Engine No. 1 Engine No. 1 

Run # 1 2 3 12

Load Designation Low Low Low Mid Mid 

Test Date 3/31/2013 3/31/2013 3/31/2013 4/4/2013 4/4/2013 

Time Start

Time Stop

Engine Load (kW) 1,454 1,460 1,473 1,914 1,985 

Average TGO (VOC) Mass Emission Rate as Propane, (lb/hr) 2.03 1.96 1.99 1.99 1.94 

Average TGO (VOC) Mass Emission Rate as Propane, (g/kW-hr) 0.63 0.61 0.61 0.47 0.44 

Average TGO (VOC) Concentration as Propane (ppmvw) 48.3 45.2 46.7 37.8 36.4 

Average CO Mass Emission Rate (lb/hr) 2.59 2.71 2.72 3.08 2.92 

Average CO Mass Emission Rate (g/kW-hr) 0.81 0.84 0.84 0.73 0.67 

Average CO Concentration (ppmvd) 103.2 105.7 108.3 98.8 93.6 

Average NOx Mass Emission Rate, (lb/hr) 16.63 17.18 16.87 22.76 22.48 

Average NOx Mass Emission Rate, (g/kW-hr) 5.19 5.34 5.20 5.39 5.14 

Average NOx Concentration (ppmvd) 612.4 615.2 613.3 662.1 657.9 

Average CO2 Mass Emission Rate (lb/hr) 2,347 2,391 2,379 3,003 2,982 

Average CO2 Mass Emission Rate (g/kW-hr) 732.0 743.0 733.0 712.0 681.0 

Average CO2 Concentration (%-dry) 5.98 5.93 5.99 6.10 6.08 

Stack Gas Average Flow Rate (acfm)

Stack Gas Average Flow Rate (scfm) 6,135 6,312 6,223 7,792 7,747 

Stack Gas Average Flow Rate (dscfm) 5,644 5,807 5,725 7,169 7,127 

Stack Gas Average Velocity (fpm)

Stack Gas Average Static Pressure (in-H2O)

Stack Gas Average Temperature (°F) 745 746 744 745 749 

Table 3 - Engine 1 Stack Test Results

Draft Compliance Test Field Data V7_wjb_DV 
Engine No. 2 Engine No. 2 Engine No. 2 Engine No. 2 Engine No. 2 

Run # 12 3 1 2 

Load Designation Low Low Low Mid Mid 

Test Date 4/5/2013 4/5/2013 4/5/2013 4/6/2013 4/6/2013 

Time Start

Time Stop

Engine Load (kW) 1,466 1,479 1,505 1,919 1,948 

Average TGO (VOC) Mass Emission Rate as Propane, (lb/hr) 1.81 1.77 1.87 1.94 1.99 

Average TGO (VOC) Mass Emission Rate as Propane, (g/kW-hr) 0.56 0.54 0.56 0.46 0.46 

Average TGO (VOC) Concentration as Propane (ppmvw) 38.4 37.3 38.9 36.5 36.8 

Average CO Mass Emission Rate (lb/hr) 3.33 3.49 3.41 3.35 3.53 

Average CO Mass Emission Rate (g/kW-hr) 1.03 1.07 1.03 0.79 0.82 

Average CO Concentration (ppmvd) 120.5 125.1 120.4 107.3 108.9 

Average NOx Mass Emission Rate, (lb/hr) 18.65 19.09 19.32 23.13 24.20 

Average NOx Mass Emission Rate, (g/kW-hr) 5.77 5.85 5.82 5.47 5.63 

Average NOx Concentration (ppmvd) 614.5 625.0 622.6 677.3 682.8 

Average CO2 Mass Emission Rate (lb/hr) 2,691 2,704 2,737 2,860 3,061 

Average CO2 Mass Emission Rate (g/kW-hr) 833.0 829.0 825.0 676.0 713.0 

Average CO2 Concentration (%-dry) 6.19 6.17 6.14 5.90 6.09 

Stack Gas Average Flow Rate (acfm)

Stack Gas Average Flow Rate (scfm) 6,874 6,915 7,029 7,733 7,883 

Stack Gas Average Flow Rate (dscfm) 6,324 6,362 6,466 7,114 7,382 

Stack Gas Average Velocity (fpm)

Stack Gas Average Static Pressure (in-H2O)

Stack Gas Average Temperature (°F) 705 712 714 730 730 

Table 4 - Engine 2 Stack Test Results

Draft Compliance Test Field Data V7_wjb_DV 
Engine No. 3 Engine No. 3 Engine No. 3 Engine No. 3 Engine No. 3 

Run # 12 3 12 

Load Designation Low Low Low Mid Mid 

Test Date 4/5/2013 4/5/2013 4/5/2013 4/4/2013 4/4/2013 

Time Start

Time Stop

Engine Load (kW) 1,480 1,476 1,502 2,007 2,000 

Average TGO (VOC) Mass Emission Rate as Propane, (lb/hr) 1.69 1.86 1.64 2.06 2.12 

Average TGO (VOC) Mass Emission Rate as Propane, (g/kW-hr) 0.52 0.57 0.50 0.47 0.48 

Average TGO (VOC) Concentration as Propane (ppmvw) 38.3 41.7 37.0 36.9 38.0 

Average CO Mass Emission Rate (lb/hr) 2.75 2.74 2.66 3.17 3.34 

Average CO Mass Emission Rate (g/kW-hr) 0.84 0.84 0.80 0.72 0.76 

Average CO Concentration (ppmvd) 106.9 105.9 103.3 97.1 102.8 

Average NOx Mass Emission Rate, (lb/hr) 18.47 18.72 18.78 24.38 24.63 

Average NOx Mass Emission Rate, (g/kW-hr) 5.66 5.75 5.67 5.51 5.59 

Average NOx Concentration (ppmvd) 653.4 653.9 658.6 678.1 685.4 

Average CO2 Mass Emission Rate (lb/hr) 2,455 2,477 2,479 3,214 3,151 

Average CO2 Mass Emission Rate (g/kW-hr) 753.0 761.0 749.0 726.0 715.0 

Average CO2 Concentration (%-dry) 6.07 6.06 6.09 6.24 6.11 

Stack Gas Average Flow Rate (acfm)

Stack Gas Average Flow Rate (scfm) 6,408 6,488 6,454 8,150 8,138 

Stack Gas Average Flow Rate (dscfm) 5,895 5,969 5,938 7,498 7,487 

Stack Gas Average Velocity (fpm)

Stack Gas Average Static Pressure (in-H2O)

Stack Gas Average Temperature (°F) 714 712 716 725 723 

Table 5 - Engine 3 Stack Test Results

Draft Compliance Test Field Data V7_wjb_DV 
Engine No. 4 Engine No. 4 Engine No. 4 Engine No. 4 Engine No. 4 

Run # 1 2 3 1 2 

Load Designation Low Low Low Mid Mid 

Test Date 4/2/2013 4/2/2013 4/2/2013 4/2/2013 4/2/2013 

Time Start

Time Stop

Engine Load (kW) 1,485 1,502 1,455 2,016 2,006 

Average TGO (VOC) Mass Emission Rate as Propane, (lb/hr) 1.83 1.98 2.03 1.87 2.03 

Average TGO (VOC) Mass Emission Rate as Propane, (g/kW-hr) 0.56 0.59 0.63 0.42 0.46 

Average TGO (VOC) Concentration as Propane (ppmvw) 43.4 44.8 46.7 34.3 36.5 

Average CO Mass Emission Rate (lb/hr) 3.36 3.39 3.06 4.16 3.95 

Average CO Mass Emission Rate (g/kW-hr) 1.03 1.02 0.95 0.94 0.89 

Average CO Concentration (ppmvd) 136.2 130.5 119.4 130.7 121.3 

Average NOx Mass Emission Rate, (lb/hr) 17.88 18.76 18.00 24.60 25.01 

Average NOx Mass Emission Rate, (g/kW-hr) 5.46 5.67 5.61 5.54 5.65 

Average NOx Concentration (ppmvd) 658.2 659.5 644.7 700.2 697.7 

Average CO2 Mass Emission Rate (lb/hr) 2,507 2,626 2,598 3,373 3,455 

Average CO2 Mass Emission Rate (g/kW-hr) 766.0 793.0 810.0 759.0 782.0 

Average CO2 Concentration (%-dry) 6.41 6.42 6.48 6.70 6.70 

Stack Gas Average Flow Rate (acfm)

Stack Gas Average Flow Rate (scfm) 6,150 6,440 6,319 7,944 8,107 

Stack Gas Average Flow Rate (dscfm) 5,658 5,925 5,814 7,309 7,459 

Stack Gas Average Velocity (fpm)

Stack Gas Average Static Pressure (in-H2O)

Stack Gas Average Temperature (°F) 740 742 743 748 746 

Table 6 - Engine 4 Stack Test Results

Draft Compliance Test Field Data V7_wjb_DV 
Engine No. 5 Engine No. 5 Engine No. 5 Engine No. 5 Engine No. 5 

Run # 123 1 2

Load Designation Low Low Low Mid Mid 

Test Date 4/2/2013 4/2/2013 4/2/2013 4/2/2013 4/2/2013 

Time Start

Time Stop

Engine Load (kW) 1,509 1,471 1,422 2,015 2,008 

Average TGO (VOC) Mass Emission Rate as Propane, (lb/hr) 1.93 1.67 1.49 1.90 1.80 

Average TGO (VOC) Mass Emission Rate as Propane, (g/kW-hr) 0.58 0.51 0.47 0.43 0.41 

Average TGO (VOC) Concentration as Propane (ppmvw) 39.1 33.7 30.7 35.2 33.5 

Average CO Mass Emission Rate (lb/hr) 3.96 4.05 4.14 6.51 6.51 

Average CO Mass Emission Rate (g/kW-hr) 1.19 1.25 1.32 1.47 1.47 

Average CO Concentration (ppmvd) 136.8 138.5 145.6 206.6 206.8 

Average NOx Mass Emission Rate, (lb/hr) 23.80 23.49 22.80 26.49 26.29 

Average NOx Mass Emission Rate, (g/kW-hr) 7.16 7.24 7.28 5.96 5.94 

Average NOx Concentration (ppmvd) 747.5 735.3 732.8 756.1 751.9 

Average CO2 Mass Emission Rate (lb/hr) 2,844 2,862 2,815 3,074 3,069 

Average CO2 Mass Emission Rate (g/kW-hr) 855.0 883.0 898.0 692.0 693.0 

Average CO2 Concentration (%-dry) 6.22 6.24 6.30 6.16 6.16 

Stack Gas Average Flow Rate (acfm)

Stack Gas Average Flow Rate (scfm) 7,213 7,203 7,047 7,928 7,909 

Stack Gas Average Flow Rate (dscfm) 6,631 6,655 6,483 7,296 7,283 

Stack Gas Average Velocity (fpm)

Stack Gas Average Static Pressure (in-H2O)

Stack Gas Average Temperature (°F) 745 745 745 746 745 

Table 7 - Engine 5 Stack Test Results

Draft Compliance Test Field Data V7_wjb_DV 
Engine No. 6 Engine No. 6 Engine No. 6 Engine No. 6 Engine No. 6 

Run # 1 2 3 12

Load Designation Low Low Low Mid Mid 

Test Date 3/31/2013 3/31/2013 3/31/2013 4/4/2013 4/4/2013 

Time Start

Time Stop

Engine Load (kW) 1,470 1,455 1,467 1,916 2,067 

Average TGO (VOC) Mass Emission Rate as Propane, (lb/hr) 1.76 1.98 1.94 1.93 1.93 

Average TGO (VOC) Mass Emission Rate as Propane, (g/kW-hr) 0.54 0.62 0.60 0.46 0.42 

Average TGO (VOC) Concentration as Propane (ppmvw) 43.5 46.7 48.2 36.7 34.3 

Average CO Mass Emission Rate (lb/hr) 2.68 2.73 2.68 4.45 4.27 

Average CO Mass Emission Rate (g/kW-hr) 0.83 0.85 0.83 1.05 0.94 

Average CO Concentration (ppmvd) 113.4 110.6 114.7 144.4 128.9 

Average NOx Mass Emission Rate, (lb/hr) 17.06 17.59 16.38 22.82 24.76 

Average NOx Mass Emission Rate, (g/kW-hr) 5.26 5.48 5.06 5.40 5.43 

Average NOx Concentration (ppmvd) 649.8 637.8 625.1 676.1 683.4 

Average CO2 Mass Emission Rate (lb/hr) 2,323 2,456 2,320 3,031 3,266 

Average CO2 Mass Emission Rate (g/kW-hr) 717.0 766.0 717.0 718.0 717.0 

Average CO2 Concentration (%-dry) 6.10 6.15 6.12 6.29 6.31 

Stack Gas Average Flow Rate (acfm)

Stack Gas Average Flow Rate (scfm) 5,897 6,159 5,863 7,684 8,213 

Stack Gas Average Flow Rate (dscfm) 5,453 5,726 5,439 7,036 7,556 

Stack Gas Average Velocity (fpm)

Stack Gas Average Static Pressure (in-H2O)

Stack Gas Average Temperature (°F) 742 741 743 750 745 

Table 8 - Engine 6 Stack Test Results

Draft Compliance Test Field Data V7_wjb_DV 
Engine No. 7 Engine No. 7 Engine No. 7 Engine No. 7 Engine No. 7 

Run # 123 1 2 

Load Designation Low Low Low Mid Mid 

Test Date 4/5/2013 4/5/2013 4/5/2013 4/4/2013 4/4/2013 

Time Start

Time Stop

Engine Load (kW) 1,484 1,477 1,497 1,963 2,037 

Average TGO (VOC) Mass Emission Rate as Propane, (lb/hr) 1.80 1.70 1.70 2.57 2.25 

Average TGO (VOC) Mass Emission Rate as Propane, (g/kW-hr) 0.54 0.52 0.50 0.59 0.50 

Average TGO (VOC) Concentration as Propane (ppmvw) 39.9 38.2 37.3 42.2 39.4 

Average CO Mass Emission Rate (lb/hr) 3.53 3.55 3.65 3.29 3.31 

Average CO Mass Emission Rate (g/kW-hr) 1.08 1.09 1.11 0.76 0.74 

Average CO Concentration (ppmvd) 136.4 135.9 138.4 92.7 100.1 

Average NOx Mass Emission Rate, (lb/hr) 17.00 17.24 17.58 23.11 22.88 

Average NOx Mass Emission Rate, (g/kW-hr) 5.20 5.30 5.33 5.34 5.10 

Average NOx Concentration (ppmvd) 601.0 603.9 610.8 588.9 623.3 

Average CO2 Mass Emission Rate (lb/hr) 2,421 2,444 2,490 3,397 3,211 

Average CO2 Mass Emission Rate (g/kW-hr) 740.0 751.0 755.0 785.0 715.0 

Average CO2 Concentration (%-dry) 5.97 5.96 6.02 6.03 6.08 

Stack Gas Average Flow Rate (acfm)

Stack Gas Average Flow Rate (scfm) 6,412 6,465 6,514 8,889 8,314 

Stack Gas Average Flow Rate (dscfm) 5,899 5,948 5,993 8,177 7,649 

Stack Gas Average Velocity (fpm)

Stack Gas Average Static Pressure (in-H2O)

Stack Gas Average Temperature (°F) 720 718 723 738 735 

Table 9 - Engine 7 Stack Test Results

Draft Compliance Test Field Data V7_wjb_DV 
Engine No. 8 Engine No. 8 Engine No. 8 Engine No. 8 Engine No. 8 

Run # 1 23 1 2 

Load Designation Low Low Low Mid Mid 

Test Date 4/5/2013 4/5/2013 4/5/2013 4/6/2013 4/6/2013 

Time Start

Time Stop

Engine Load (kW) 1,463 1,482 1,514 2,052 2,038 

Average TGO (VOC) Mass Emission Rate as Propane, (lb/hr) 1.70 1.70 1.70 1.87 2.02 

Average TGO (VOC) Mass Emission Rate as Propane, (g/kW-hr) 0.51 0.52 0.50 0.41 0.45 

Average TGO (VOC) Concentration as Propane (ppmvw) 38.2 39.9 38.5 34.9 36.8 

Average CO Mass Emission Rate (lb/hr) 3.23 3.35 3.23 3.61 4.01 

Average CO Mass Emission Rate (g/kW-hr) 1.00 1.02 0.97 0.80 0.89 

Average CO Concentration (ppmvd) 126.3 133.3 126.1 115.7 125.2 

Average NOx Mass Emission Rate, (lb/hr) 19.77 19.61 19.98 25.89 26.55 

Average NOx Mass Emission Rate, (g/kW-hr) 6.13 6.00 5.99 5.72 5.91 

Average NOx Concentration (ppmvd) 704.2 712.7 713.1 751.4 752.7 

Average CO2 Mass Emission Rate (lb/hr) 2,427 2,421 2,474 3,020 3,072 

Average CO2 Mass Emission Rate (g/kW-hr) 752.0 741.0 741.0 667.0 684.0 

Average CO2 Concentration (%-dry) 6.05 6.14 6.15 6.17 6.13 

Stack Gas Average Flow Rate (acfm)

Stack Gas Average Flow Rate (scfm) 6,356 6,236 6,351 7,810 7,993 

Stack Gas Average Flow Rate (dscfm) 5,847 5,737 5,843 7,185 7,354 

Stack Gas Average Velocity (fpm)

Stack Gas Average Static Pressure (in-H2O)

Stack Gas Average Temperature (°F) 737 748 750 758 765 

Table 10 - Engine 8 Stack Test Results

Draft Compliance Test Field Data V7_wjb_DV 
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 

Trinity Consultants 

APPENDIX B: EMISSION CALCULATIONS 
BHP Billiton Petroleum Inc.

Emissions Summary - DD1 & Support VesselsTable 1 - Annual Emissions Summary (tons/year) [1]

PM PM10 PM2.5 NOX SO2 H2SO4 CO VOC Pb CO2e 1,3- Butadiene Acetaldehyde Acrolein Benzene Formaldehyde Toluene Xylene Total P

tons tons tons tons tons tons tons tons tons tons tons tons tons tons tons tons tons ton

EU-001 Engine 1 / #9RC00360 4.91 6.75 6.62 125.88 0.09 0.003 26.89 8.37 0.002 11,257.06 - 1.46E-03 4.56E-04 4.49E-02 4.56E-03 1.62E-02 1.12E-02 1.23EEU-002 Engine 2 / #9RC00361 4.91 6.75 6.62 125.88 0.09 0.003 26.89 8.37 0.002 11,257.06 - 1.46E-03 4.56E-04 4.49E-02 4.56E-03 1.62E-02 1.12E-02 1.23EEU-003 Engine 3 / #9RC00362 4.91 6.75 6.62 125.88 0.09 0.003 26.89 8.37 0.002 11,257.06 - 1.46E-03 4.56E-04 4.49E-02 4.56E-03 1.62E-02 1.12E-02 1.23EEU-004 Engine 4 / #9RC00363 4.91 6.75 6.62 125.88 0.09 0.003 26.89 8.37 0.002 11,257.06 - 1.46E-03 4.56E-04 4.49E-02 4.56E-03 1.62E-02 1.12E-02 1.23EEU-005 Engine 5 / #9RC00364 4.91 6.75 6.62 125.88 0.09 0.003 26.89 8.37 0.002 11,257.06 - 1.46E-03 4.56E-04 4.49E-02 4.56E-03 1.62E-02 1.12E-02 1.23EEU-006 Engine 6 / #9RC00365 4.91 6.75 6.62 125.88 0.09 0.003 26.89 8.37 0.002 11,257.06 - 1.46E-03 4.56E-04 4.49E-02 4.56E-03 1.62E-02 1.12E-02 1.23EEU-007 Engine 7 / #9RC00366 4.91 6.75 6.62 125.88 0.09 0.003 26.89 8.37 0.002 11,257.06 - 1.46E-03 4.56E-04 4.49E-02 4.56E-03 1.62E-02 1.12E-02 1.23EEU-008 Engine 8 / #9RC00367 4.91 6.75 6.62 125.88 0.09 0.003 26.89 8.37 0.002 11,257.06 - 1.46E-03 4.56E-04 4.49E-02 4.56E-03 1.62E-02 1.12E-02 1.23E

39.29 54.03 52.95 1007.02 0.70 0.02 215.09 66.99 1.34E-02 90,056.47 0.00E+00 1.17E-02 3.64E-03 3.59E-01 3.65E-02 1.30E-01 8.93E-02 9.81E-

EU-009 Mud and Cement Mixing: Dust Collectors 1.08 1.08 1.08 - - - - - - - - - - - - - - EU-010 Mud Degassing Operation - - - - - - - 19.39 - 982.67 - - - - - - - - EU-011 E Generator 0.05 0.03 0.03 1.60 0.001 2.21E-05 0.37 0.04 1.36E-05 77.84 - 1.18E-05 3.69E-06 3.63E-04 3.69E-05 1.32E-04 9.03E-05 9.92EEU-012 Cementing Unit - Engine 1 0.18 0.10 0.10 4.16 0.003 8.53E-05 1.42 0.17 5.24E-05 300.33 4.55E-05 1.42E-05 1.40E-03 1.42E-04 5.07E-04 3.49E-04 3.83EEU-013 Cementing Unit - Engine 2 0.18 0.10 0.10 4.16 0.003 8.53E-05 1.42 0.17 5.24E-05 300.33 - 4.55E-05 1.42E-05 1.40E-03 1.42E-04 5.07E-04 3.49E-04 3.83EEU-014 Cementing Nitrogen Pump Engine 0.02 0.02 0.02 0.37 0.0003 8.10E-06 0.46 0.05 4.97E-06 28.27 6.71E-06 1.32E-04 1.59E-05 1.60E-04 2.02E-04 7.01E-05 4.89E-05 2.88EEU-015 Cementing Batch Mixer Engine 0.02 0.02 0.02 0.81 0.0008 2.48E-05 0.43 0.19 1.52E-05 86.55 2.05E-05 4.03E-04 4.86E-05 4.90E-04 6.20E-04 2.15E-04 1.50E-04 8.82E

0.41 0.25 0.25 9.50 0.01 2.03E-04 3.73 0.57 1.25E-04 715.48 2.72E-05 6.25E-04 9.29E-05 3.45E-03 1.11E-03 1.30E-03 8.96E-04 8.83E-

EU-016 Wireline Unit Engine 0.04 0.04 0.04 0.74 0.001 3.72E-05 0.65 0.28 2.28E-05 129.83 3.08E-05 6.04E-04 7.28E-05 7.35E-04 9.29E-04 3.22E-04 2.24E-04 1.32EEU-017 Wireline Unit Engine Alternative # 2 0.04 0.04 0.04 0.74 0.001 3.72E-05 0.65 0.28 2.28E-05 129.83 3.08E-05 6.04E-04 7.28E-05 7.35E-04 9.29E-04 3.22E-04 2.24E-04 1.32EEU-019 Wireline Unit - Power Plant GSU-W Generator 0.30 0.30 0.30 4.22 0.001 4.49E-05 0.91 0.34 2.76E-05 156.95 3.72E-05 7.30E-04 8.81E-05 8.88E-04 1.12E-03 3.89E-04 2.71E-04 1.60E

EU-020 Wireline Unit - Hydraulic Generator DHPS 0.23 0.23 0.23 3.22 0.001 3.44E-05 0.69 0.26 2.11E-05 120.02 2.85E-05 5.58E-04 6.73E-05 6.79E-04 8.59E-04 2.98E-04 2.07E-04 1.22E

0.60 0.60 0.60 8.92 0.005 1.54E-04 2.90 1.17 9.44E-05 536.63 1.27E-04 2.50E-03 3.01E-04 3.04E-03 3.84E-03 1.33E-03 9.28E-04 5.47E-

EU-021 Fast Rescue Craft (FRC) 3.91E-03 3.91E-03 3.91E-03 5.50E-02 1.88E-05 5.87E-07 0.01 4.46E-03 3.60E-07 2.05 4.86E-07 9.53E-06 1.15E-06 1.16E-05 1.47E-05 5.08E-06 3.54E-06 2.09EEU-022 Lifeboat 1 3.03E-03 3.03E-03 3.03E-03 4.26E-02 1.45E-05 4.54E-07 9.19E-03 3.46E-03 2.79E-07 1.59 3.76E-07 7.38E-06 8.90E-07 8.98E-06 1.14E-05 3.94E-06 2.74E-06 1.62EEU-023 Lifeboat 2 3.03E-03 3.03E-03 3.03E-03 4.26E-02 1.45E-05 4.54E-07 9.19E-03 3.46E-03 2.79E-07 1.59 3.76E-07 7.38E-06 8.90E-07 8.98E-06 1.14E-05 3.94E-06 2.74E-06 1.62EEU-024 Lifeboat 3 3.03E-03 3.03E-03 3.03E-03 4.26E-02 1.45E-05 4.54E-07 9.19E-03 3.46E-03 2.79E-07 1.59 3.76E-07 7.38E-06 8.90E-07 8.98E-06 1.14E-05 3.94E-06 2.74E-06 1.62EEU-025 Lifeboat 4 3.03E-03 3.03E-03 3.03E-03 4.26E-02 1.45E-05 4.54E-07 9.19E-03 3.46E-03 2.79E-07 1.59 3.76E-07 7.38E-06 8.90E-07 8.98E-06 1.14E-05 3.94E-06 2.74E-06 1.62E

1.21E-02 1.21E-02 1.21E-02 1.71E-01 5.82E-05 1.82E-06 3.67E-02 1.38E-02 1.12E-06 6.35 1.51E-06 2.95E-05 3.56E-06 3.59E-05 4.54E-05 1.57E-05 1.10E-05 6.47E-

EU-026 Fuel - Tank - 005 (F.O. TK 1S) - - - - - - - 5.34E-02 - - - - - - - - - - 

EU-027 Fuel - Tank - 006 (F.O. TK 2S) - - - - - - - 5.34E-02 - - - - - - - - - - EU-028 Fuel - Tank - 007 (F.O. TK 1P) - - - - - - - 5.34E-02 - - - - - - - - - - EU-029 Fuel - Tank - 008 (F.O. TK 2P) - - - - - - - 5.34E-02 - - - - - - - - - - EU-030 Fuel - Tank - 009 (F.O. Day TK 1S) - - - - - - - 2.61E-03 - - - - - - - - - - EU-031 Fuel - Tank - 010 (F.O. Day TK 2S) - - - - - - - 2.24E-03 - - - - - - - - - - EU-032 Fuel - Tank - 011 (F.O. Settling TK 1S) - - - - - - - 3.62E-03 - - - - - - - - - - EU-033 Base Oil Tank - - - - - - - 2.13E-01 - - - - - - - - - - EU-034 Emergency Gen Tank - - - - - - - 1.03E-03 - - - - - - - - - - EU-035 FRC Tank - - - - - - - 3.00E-05 - - - - - - - - - - EU-036 Lifeboat 1 Tank - - - - - - - 3.00E-05 - - - - - - - - - - EU-037 Lifeboat 2 Tank - - - - - - - 3.00E-05 - - - - - - - - - - EU-038 Lifeboat 3 Tank - - - - - - - 3.00E-05 - - - - - - - - - - EU-039 Lifeboat 4 Tank - - - - - - - 3.00E-05 - - - - - - - - - - EU-040 Cementing Engine 1 tank - - - - - - - 1.55E-04 - - - - - - - - - - EU-041 Cementing Engine 2 tank - - - - - - - 9.50E-05 - - - - - - - - - - EU-042 Batch Mixer Engine F. Tank - - - - - - - 3.00E-05 - - - - - - - - - - EU-043 Wireline Unit Tank 1 - - - - - - - 9.50E-05 - - - - - - - - - - EU-044 Wireline Unit Tank 2 - - - - - - - 8.00E-05 - - - - - - - - - - EU-045 GSU-W Tank 1 - - - - - - - 8.00E-05 - - - - - - - - - - EU-046 DHPS-EA Tank 1 - - - - - - - 8.00E-05 - - - - - - - - - - EU-047 POSU-CA Tank - - - - - - - 5.00E-05 - - - - - - - - - - EU-078 Helifuel Tank 1 - - - - - - - 1.45E-04 - - - - - - - - - - EU-079 Helifuel Tank 2 - - - - - - - 1.45E-04 - - - - - - - - - - EU-080 Helifuel Tank 3 - - - - - - - 1.45E-04 - - - - - - - - - - EU-081 Helifuel Tank 4 - - - - - - - 1.45E-04 - - - - - - - - - - 

- - - - - - - 0.44 - - - - - - - - - - 

Lifeboats - TOTAL

Cementing Engines - TOTAL [1]

DD1 Storage Tanks - TOTAL

NSR RegulatedAir Pollutants & Greenhouse Gas Emissions (CO2e) Hazar

Wireline Engines - TOTAL [2]

Emission Unit ID Emission Unit

DD1

Power Plant Engines - TOTAL

Page 1 of 12
BHP Billiton Petroleum Inc.

Emissions Summary - DD1 & Support VesselsTable 1 - Annual Emissions Summary (tons/year) [1]

PM PM10 PM2.5 NOX SO2 H2SO4 CO VOC Pb CO2e 1,3- Butadiene Acetaldehyde Acrolein Benzene Formaldehyde Toluene Xylene Total P

tons tons tons tons tons tons tons tons tons tons tons tons tons tons tons tons tons ton

NSR RegulatedAir Pollutants & Greenhouse Gas Emissions (CO2e) Hazar

Emission Unit ID Emission Unit

EU-082 Flaring - - - 3.24E-02 - - 1.76E-01 6.66E-02 - 6.47E+01 - - - - - - - - EU-083 Welding 2.30E-02 2.30E-02 2.30E-02 - - - - - - - - - - - - - - - EU-084 Painting 1.96E+00 1.96E+00 1.96E+00 - - - - 4.79E+00 - - - - - - - 1.01E+00 3.91E+00 - 

EU-085 through EU-087 Engines 1.11E-01 1.11E-01 1.11E-01 3.54E+00 3.77E-03 1.18E-04 1.94E+00 6.67E+00 6.82E-05 3.85E+02 9.20E-05 1.80E-03 2.18E-04 2.20E-03 2.78E-03 9.62E-04 6.71E-04 3.95E

43.54 58.10 57.02 1,030.85 0.72 0.02 224.25 100.15 0.01 92,827.17 0.0002 0.02 0.004 0.37 0.04 1.14 4.01 0.10 

EU-048 Work Boats 9.70 5.58 5.42 246.82 0.15 4.57E-03 76.01 8.90 2.80E-03 16,080.92 6.08E-06 2.55E-03 7.75E-04 7.51E-02 7.80E-03 2.72E-02 1.87E-02 2.05EEU-049 Fast Crew Boats 1.41 0.87 0.85 31.94 0.02 6.19E-04 10.38 1.33 3.80E-04 2,180.77 1.81E-05 6.73E-04 1.42E-04 1.03E-02 1.54E-03 3.75E-03 2.57E-03 2.76EEU-050 Fast Skipper Storage tank - - - - - - - 2.74E-03 - - - - - - - - - - EU-051 Fast Skipper Day tank - - - - - - - 3.28E-03 - - - - - - - - - - 

- - - - - - - 6.02E-03 - - - - - - - - - - 

EU-052 FUEL OIL #2-P - - - - - - - 3.77E-03 - - - - - - - - - - EU-053 FUEL OIL #2-S - - - - - - - 3.69E-03 - - - - - - - - - - EU-054 FUEL OIL #3-C - - - - - - - 8.95E-03 - - - - - - - - - - EU-055 FUEL OIL #3DB-P - - - - - - - 3.48E-03 - - - - - - - - - - EU-056 FUEL OIL #3DB-S - - - - - - - 3.48E-03 - - - - - - - - - - EU-057 FUEL OIL #4-C - - - - - - - 7.12E-03 - - - - - - - - - - EU-058 FUEL OIL #4DB-P - - - - - - - 3.90E-03 - - - - - - - - - - EU-059 FUEL OIL #4DB-S - - - - - - - 3.90E-03 - - - - - - - - - - EU-060 FUEL OIL #5-C - - - - - - - 6.95E-03 - - - - - - - - - - EU-061 FUEL OIL #5-P - - - - - - - 4.59E-03 - - - - - - - - - - EU-062 FUEL OIL #5-S - - - - - - - 4.59E-03 - - - - - - - - - - EU-063 FUEL OIL #6-C - - - - - - - 6.67E-03 - - - - - - - - - - EU-064 FUEL OIL #6-P - - - - - - - 4.05E-03 - - - - - - - - - - EU-065 FUEL OIL #6-S - - - - - - - 4.05E-03 - - - - - - - - - - EU-066 FUEL OIL #7-P - - - - - - - 3.21E-03 - - - - - - - - - - EU-067 FUEL OIL #7-S - - - - - - - 3.21E-03 - - - - - - - - - - EU-068 FUEL OIL DAY-P - - - - - - - 8.46E-03 - - - - - - - - - - EU-069 FUEL OIL DAY-S - - - - - - - 1.07E-02 - - - - - - - - - - EU-070 AUXILARY CAT OIL-P - - - - - - - 5.00E-06 - - - - - - - - - - EU-071 CPP-STERN-P - - - - - - - 5.00E-06 - - - - - - - - - - EU-072 GEAR OIL-S - - - - - - - 5.00E-06 - - - - - - - - - - EU-073 MAIN ENGINE CAT OIL-S - - - - - - - 5.00E-06 - - - - - - - - - - EU-074 SPARE #3-P - - - - - - - 5.00E-06 - - - - - - - - - - EU-075 STEERING OIL-P - - - - - - - 5.00E-06 - - - - - - - - - - EU-076 CRANE - - - - - - - 5.00E-06 - - - - - - - - - - EU-077 WINDLASS - - - - - - - 5.00E-06 - - - - - - - - - - 

--- - - - - 9.47E-02 - - - - - - - - - - 

11.11 6.45 6.27 278.76 0.17 5.19E-03 86.39 10.33 3.18E-03 18,261.69 2.41E-05 3.23E-03 9.18E-04 8.53E-02 9.34E-03 3.09E-02 2.13E-02 2.33E

54.66 64.56 63.29 1309.61 0.88 0.03 310.64 110.48 0.02 111,088.86 2.73E-04 1.99E-02 5.18E-03 4.53E-01 5.37E-02 1.17E+00 4.03E+00 1.23E

[1] Although the emissions for the Cementing Units are presented on a unit-by-unit basis, all Cementing Units are to be permitted together under an emissions cap to allow flexibility of operation for the units.[2] Although the emissions for the Wireline Units are presented on a unit-by-unit basis, all Wireline Units are to be permitted together under an emissions cap to allow flexibility of operation for the units.

TOTAL - DD1

Support Vessels

TOTAL - Support Vessels

TOTAL - DD1 and Support Vessels

Allie (Work Boat) Storage Tanks - TOTAL 

Fast Skipper (Crew Boat) Storage Tanks - TOTAL 

Page 2 of 12
BHP Billiton Petroleum Inc.

Emissions Summary - DD1 & Support VesselsTable 2 - Maximum Hourly Emissions Summary (lbs/hr) [1]

PM PM10 PM2.5 NOX SO2 H2SO4 CO VOC Pb CO2e 1,3- Butadiene Acetaldehyde Acrolein Benzene Formaldehyde Toluene Xylene 

lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr 

EU-001 Engine 1 / 1063155 3.03 4.17 4.08 77.66 0.05 0.002 16.59 5.17 0.001 6,944.93 - 8.99E-04 2.81E-04 2.77E-02 2.81E-03 1.00E-02 6.88E-03 EU-002 Engine 2 / 1063153 3.03 4.17 4.08 77.66 0.05 0.002 16.59 5.17 0.001 6,944.93 - 8.99E-04 2.81E-04 2.77E-02 2.81E-03 1.00E-02 6.88E-03 EU-003 Engine 3 / 1063154 3.03 4.17 4.08 77.66 0.05 0.002 16.59 5.17 0.001 6,944.93 - 8.99E-04 2.81E-04 2.77E-02 2.81E-03 1.00E-02 6.88E-03 EU-004 Engine 4 / 1063152 3.03 4.17 4.08 77.66 0.05 0.002 16.59 5.17 0.001 6,944.93 - 8.99E-04 2.81E-04 2.77E-02 2.81E-03 1.00E-02 6.88E-03 EU-005 Engine 5 / 1063149 3.03 4.17 4.08 77.66 0.05 0.002 16.59 5.17 0.001 6,944.93 - 8.99E-04 2.81E-04 2.77E-02 2.81E-03 1.00E-02 6.88E-03 EU-006 Engine 6 / 1063151 3.03 4.17 4.08 77.66 0.05 0.002 16.59 5.17 0.001 6,944.93 - 8.99E-04 2.81E-04 2.77E-02 2.81E-03 1.00E-02 6.88E-03 EU-007 Engine 7 / 1063147 3.03 4.17 4.08 77.66 0.05 0.002 16.59 5.17 0.001 6,944.93 - 8.99E-04 2.81E-04 2.77E-02 2.81E-03 1.00E-02 6.88E-03 EU-008 Engine 8 / 1063148 3.03 4.17 4.08 77.66 0.05 0.002 16.59 5.17 0.001 6,944.93 - 8.99E-04 2.81E-04 2.77E-02 2.81E-03 1.00E-02 6.88E-03 

15.15 20.83 20.42 388.30 0.27 0.01 82.94 25.83 0.01 34724.65 - 4.49E-03 1.41E-03 1.38E-01 1.41E-02 5.01E-02 3.44E-02 

EU-009 Mud and Cement Mixing: Dust Collectors 0.25 0.25 0.25 - - - - - - - - - - - - - EU-010 Mud Degassing Operation - - - - - - - 4.43 - 224.35 - - - - - - - EU-011 E Generator 1.56 0.89 0.87 53.50 0.02 7.37E-04 12.26 1.43 4.52E-04 2,594.67 3.93E-04 1.23E-04 1.21E-02 1.23E-03 4.38E-03 3.01E-03 EU-012 Cementing Unit - Engine 1 0.60 0.34 0.33 13.87 0.009 2.84E-04 4.73 0.55 1.75E-04 1,001.08 - 1.52E-04 4.74E-05 4.67E-03 4.75E-04 1.69E-03 1.16E-03 EU-013 Cementing Unit - Engine 2 0.60 0.34 0.33 13.87 0.009 2.84E-04 4.73 0.55 1.75E-04 1,001.08 - 1.52E-04 4.74E-05 4.67E-03 4.75E-04 1.69E-03 1.16E-03 EU-014 Cementing Nitrogen Pump Engine 0.43 0.43 0.43 7.41 0.005 1.62E-04 9.18 1.05 9.95E-05 565.48 1.34E-04 2.63E-03 3.17E-04 3.20E-03 4.05E-03 1.40E-03 9.78E-04 EU-015 Cementing Batch Mixer Engine 0.08 0.08 0.08 2.71 0.003 8.26E-05 1.44 0.63 5.08E-05 288.51 6.84E-05 1.34E-03 1.62E-04 1.63E-03 2.07E-03 7.16E-04 4.99E-04 

1.72 1.21 1.19 37.86 0.03 8.13E-04 20.08 2.78 4.99E-04 2,856.17 2.03E-04 4.28E-03 5.74E-04 1.42E-02 7.06E-03 5.50E-03 3.80E-03 

EU-016 Wireline Unit Engine 0.10 0.10 0.10 1.97 0.003 9.91E-05 1.73 0.75 6.09E-05 346.22 8.21E-05 1.61E-03 1.94E-04 1.96E-03 2.48E-03 8.59E-04 5.99E-04 EU-017 Wireline Unit Engine Alternative # 2 0.10 0.10 0.10 1.97 0.003 9.91E-05 1.73 0.75 6.09E-05 346.22 8.21E-05 1.61E-03 1.94E-04 1.96E-03 2.48E-03 8.59E-04 5.99E-04 EU-019 Wireline Unit - Power Plant GSU-W Generator 0.35 0.35 0.35 4.96 0.002 5.29E-05 1.07 0.40 3.25E-05 184.65 4.38E-05 8.59E-04 1.04E-04 1.04E-03 1.32E-03 4.58E-04 3.19E-04 

EU-020 Wireline Unit - Hydraulic Generator DHPS 0.35 0.35 0.35 4.96 0.002 5.29E-05 1.07 0.40 3.25E-05 184.65 4.38E-05 8.59E-04 1.04E-04 1.04E-03 1.32E-03 4.58E-04 3.19E-04 

0.90 0.90 0.90 13.87 0.01 3.04E-04 5.59 2.31 1.87E-04 1,061.73 2.52E-04 4.94E-03 5.96E-04 6.01E-03 7.60E-03 2.63E-03 1.84E-03 

EU-021 Fast Rescue Craft (FRC) 0.31 0.31 0.31 4.40 0.002 4.69E-05 0.95 0.36 2.88E-05 163.88 3.89E-05 7.62E-04 9.19E-05 9.27E-04 1.17E-03 4.07E-04 2.83E-04 EU-022 Lifeboat 1 0.24 0.24 0.24 3.41 0.0012 3.64E-05 0.73 0.28 2.23E-05 126.95 3.01E-05 5.91E-04 7.12E-05 7.18E-04 9.09E-04 3.15E-04 2.19E-04 EU-023 Lifeboat 2 0.24 0.24 0.24 3.41 0.0012 3.64E-05 0.73 0.28 2.23E-05 126.95 3.01E-05 5.91E-04 7.12E-05 7.18E-04 9.09E-04 3.15E-04 2.19E-04 EU-024 Lifeboat 3 0.24 0.24 0.24 3.41 0.0012 3.64E-05 0.73 0.28 2.23E-05 126.95 3.01E-05 5.91E-04 7.12E-05 7.18E-04 9.09E-04 3.15E-04 2.19E-04 EU-025 Lifeboat 4 0.24 0.24 0.24 3.41 0.0012 3.64E-05 0.73 0.28 2.23E-05 126.95 3.01E-05 5.91E-04 7.12E-05 7.18E-04 9.09E-04 3.15E-04 2.19E-04 

0.24 0.24 0.24 3.41 1.16E-03 3.64E-05 0.73 0.28 2.23E-05 126.95 3.01E-05 5.91E-04 7.12E-05 7.18E-04 9.09E-04 3.15E-04 2.19E-04 

EU-026 Fuel - Tank - 005 (F.O. TK 1S) - - - - - - - 1.22E-02 - - - - - - - - - 

EU-027 Fuel - Tank - 006 (F.O. TK 2S) - - - - - - - 1.22E-02 - - - - - - - - - 

EU-028 Fuel - Tank - 007 (F.O. TK 1P) - - - - - - - 1.22E-02 - - - - - - - - - 

EU-029 Fuel - Tank - 008 (F.O. TK 2P) - - - - - - - 1.22E-02 - - - - - - - - - 

EU-030 Fuel - Tank - 009 (F.O. Day TK 1S) - - - - - - - 5.95E-04 - - - - - - - - - 

EU-031 Fuel - Tank - 010 (F.O. Day TK 2S) - - - - - - - 5.11E-04 - - - - - - - - - EU-032 Fuel - Tank - 011 (F.O. Settling TK 1S) - - - - - - - 8.26E-04 - - - - - - - - - 

EU-033 Base Oil Tank - - - - - - - 4.86E-02 - - - - - - - - - EU-034 Emergency Gen Tank - - - - - - - 2.35E-04 - - - - - - - - - EU-035 FRC Tank - - - - - - - 6.85E-06 - - - - - - - - - EU-036 Lifeboat 1 Tank - - - - - - - 6.85E-06 - - - - - - - - - EU-037 Lifeboat 2 Tank - - - - - - - 6.85E-06 - - - - - - - - - EU-038 Lifeboat 3 Tank - - - - - - - 6.85E-06 - - - - - - - - - EU-039 Lifeboat 4 Tank - - - - - - - 6.85E-06 - - - - - - - - - EU-040 Cementing Engine 1 tank - - - - - - - 3.54E-05 - - - - - - - - - EU-041 Cementing Engine 2 tank - - - - - - - 2.17E-05 - - - - - - - - - EU-042 Batch Mixer Engine F. Tank - - - - - - - 6.85E-06 - - - - - - - - - EU-043 Wireline Unit Tank 1 - - - - - - - 2.17E-05 - - - - - - - - - EU-044 Wireline Unit Tank 2 - - - - - - - 1.83E-05 - - - - - - - - - EU-045 GSU-W Tank 1 - - - - - - - 1.83E-05 - - - - - - - - - EU-046 DHPS-EA Tank 1 - - - - - - - 1.83E-05 - - - - - - - - - EU-047 POSU-CA Tank - - - - - - - 1.14E-05 - - - - - - - - - EU-078 Helifuel Tank 1 - - - - - - - 3.31E-05 - - - - - - - - - EU-079 Helifuel Tank 2 - - - - - - - 3.31E-05 - - - - - - - - - EU-080 Helifuel Tank 3 - - - - - - - 3.31E-05 - - - - - - - - - EU-081 Helifuel Tank 4 - - - - - - - 3.31E-05 - - - - - - - - - 

- - - - - - - 0.10 - - - - - - - - - 

Haza

Emission Unit ID Emission Unit

NSR Regulated Air Pollutants & Greenhouse Gas Emissions (CO2e)

Power Plant Engines - TOTAL

DD1

Wireline Engines - TOTAL

Cementing Engines - TOTAL

Lifeboats - TOTAL

DD1 Storage Tanks - TOTAL

Page 3 of 12
BHP Billiton Petroleum Inc.

Emissions Summary - DD1 & Support VesselsTable 2 - Maximum Hourly Emissions Summary (lbs/hr) [1]

PM PM10 PM2.5 NOX SO2 H2SO4 CO VOC Pb CO2e 1,3- Butadiene Acetaldehyde Acrolein Benzene Formaldehyde Toluene Xylene 

lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr lbs/hr 

Haza

Emission Unit ID Emission Unit

NSR Regulated Air Pollutants & Greenhouse Gas Emissions (CO2e)

EU-082 Flaring - - - 2.36E-01 - - 1.29E+00 4.87E-01 - 4.73E+02 - - - - - - - EU-083 Welding 7.01E-03 7.01E-03 7.01E-03 - - - - - - - - - - - - - - EU-084 Painting 4.31E+00 4.31E+00 4.31E+00 - - - - 1.05E+01 - - - - - - - 2.21E+00 8.58E+00 

EU-085 through EU-087 Engines 4.10E-01 4.10E-01 4.10E-01 1.31E+01 1.40E-02 4.36E-04 7.17E+00 2.47E+01 2.53E-04 1.43E+03 3.41E-04 6.68E-03 8.06E-04 8.13E-03 1.03E-02 3.56E-03 2.48E-03 

22.55 27.65 27.21 452.66 0.31 0.01 114.38 69.60 0.01 40,254.11 6.12E-04 1.68E-02 2.96E-03 1.64E-01 3.36E-02 2.27E+00 8.62E+00 

EU-048 Work Boats 5.54 3.34 3.25 136.77 0.08 2.49E-03 41.64 5.17 1.53E-03 8,767.75 4.86E-05 2.25E-03 5.21E-04 4.11E-02 5.53E-03 1.50E-02 1.03E-02 EU-049 Fast Crew Boats 3.53 2.18 2.12 79.85 0.05 1.55E-03 25.96 3.31 9.51E-04 5,451.93 4.52E-05 1.68E-03 3.56E-04 2.56E-02 3.86E-03 9.36E-03 6.44E-03 EU-050 Fast Skipper Storage tank - - - - - - - 6.26E-04 - - - - - - - - - EU-051 Fast Skipper Day tank - - - - - - - 7.49E-04 - - - - - - - - - 

- - - - - - - 1.37E-03 - - - - - - - - - 

EU-052 FUEL OIL #2-P - - - - - - - 8.61E-04 - - - - - - - - - EU-053 FUEL OIL #2-S - - - - - - - 8.41E-04 - - - - - - - - - EU-054 FUEL OIL #3-C - - - - - - - 2.04E-03 - - - - - - - - - EU-055 FUEL OIL #3DB-P - - - - - - - 7.95E-04 - - - - - - - - - EU-056 FUEL OIL #3DB-S - - - - - - - 7.95E-04 - - - - - - - - - EU-057 FUEL OIL #4-C - - - - - - - 1.62E-03 - - - - - - - - - EU-058 FUEL OIL #4DB-P - - - - - - - 8.90E-04 - - - - - - - - - EU-059 FUEL OIL #4DB-S - - - - - - - 8.90E-04 - - - - - - - - - EU-060 FUEL OIL #5-C - - - - - - - 1.59E-03 - - - - - - - - - EU-061 FUEL OIL #5-P - - - - - - - 1.05E-03 - - - - - - - - - EU-062 FUEL OIL #5-S - - - - - - - 1.05E-03 - - - - - - - - - EU-063 FUEL OIL #6-C - - - - - - - 1.52E-03 - - - - - - - - - EU-064 FUEL OIL #6-P - - - - - - - 9.24E-04 - - - - - - - - - EU-065 FUEL OIL #6-S - - - - - - - 9.24E-04 - - - - - - - - - EU-066 FUEL OIL #7-P - - - - - - - 7.32E-04 - - - - - - - - - EU-067 FUEL OIL #7-S - - - - - - - 7.32E-04 - - - - - - - - - EU-068 FUEL OIL DAY-P - - - - - - - 1.93E-03 - - - - - - - - - EU-069 FUEL OIL DAY-S - - - - - - - 2.43E-03 - - - - - - - - - EU-070 AUXILARY CAT OIL-P - - - - - - - 1.14E-06 - - - - - - - - - EU-071 CPP-STERN-P - - - - - - - 1.14E-06 - - - - - - - - - EU-072 GEAR OIL-S - - - - - - - 1.14E-06 - - - - - - - - - EU-073 MAIN ENGINE CAT OIL-S - - - - - - - 1.14E-06 - - - - - - - - - EU-074 SPARE #3-P - - - - - - - 1.14E-06 - - - - - - - - - EU-075 STEERING OIL-P - - - - - - - 1.14E-06 - - - - - - - - - EU-076 CRANE - - - - - - - 1.14E-06 - - - - - - - - - EU-077 WINDLASS - - - - - - - 1.14E-06 - - - - - - - - - 

----- - - 2.16E-02 - - - - -- - - - 

9.07 5.52 5.38 216.62 0.13 4.04E-03 67.61 8.50 2.48E-03 14,219.68 9.38E-05 3.93E-03 8.77E-04 6.67E-02 9.39E-03 2.43E-02 1.67E-02 

31.62 33.17 32.59 669.29 0.44 0.01 181.99 78.11 8.50E-03 54,473.79 7.06E-04 2.08E-02 3.84E-03 2.30E-01 4.30E-02 2.30E+00 8.64E+00 

TOTAL - DD1 and Support Vessels (Worst-Case Operating Scenario)

Allie (Work Boat) Storage Tanks - TOTAL 

Support Vessels

Fast Skipper (Crew Boat) Storage Tanks - TOTAL 

TOTAL- DD1 (Worst-Case Operating Scenario)

TOTAL- Support Vessels

[1] Represents worst-case hourly operating profile of units that could potentially operate simultaneously to yield highest station-wide hourly emissions. The maximum hourly electricity needed from 8 power plant engines for station keeping and drilling is 17,500 kW. Therefore, a total of 5 engines operating simultaneously at 94.8% 

hourly electricity generated will not exceed 18,000 kW. Wireline and cementing operations will not occur at the same time, therefore worst-case of the two operations is used in the worst-case hourly operating profile. Only 10% of the maximum hourly emissions of the emergency generator are included because in the worst-case hour

Page 4 of 12
BHP Billiton Petroleum Inc.

Emissions Calculations - DD1

Engine 1 (serial #9RC00360)

Total Engine Rating = 5,096 HP

Total Power Output [1] = 3,800 kW 

Total Operating Time = 6,570 hrs/yr

Operating time at: 49% average load [2] = 6,570 hrs/yr

Fuel Type [3]: = Ultra Low Sulfur Diesel

Maximum 

Hourly 

Emissions [12]

Total Annual Emissions 

[13]

(lb/hr) (tons/year)

NSR RegulatedAir Pollutants & Greenhouse Gas Emissions (CO2e)

PM Stack Test [4], [8] 3.62E-01 (g/kw-hr) 3.03 4.91

PM10 Stack Test [5], [8] 4.97E-01 (g/kw-hr) 4.17 6.75

PM2.5 Stack Test [5], [8] 4.87E-01 (g/kw-hr) 4.08 6.62

NOX Stack Test [6] 9.27E+00 (g/kw-hr) 77.66 125.88

SO2 Fuel S Content [7] 1.06E-05 (lb/hp-hr) 0.05 0.09

H2SO4 Fuel S Content [7] 3.30E-07 (lb/hp-hr) 0.002 0.003

CO Stack Test [6] 1.98E+00 (g/kw-hr) 16.59 26.89

VOC Stack Test [4] 6.17E-01 (g/kw-hr) 5.17 8.37

Pb EPA [9] 2.03E-07 (lb/hp-hr) 0.001 0.002

CO2e Stack Test [4] 8.29E+02 (g/kw-hr) 6,944.93 11,257.06

HAPs

Acetaldehyde AP-42 [10], [14] 2.52E-05 (lb/MMBtu) 8.99E-04 1.46E-03

Acrolein AP-42 [10], [14] 7.88E-06 (lb/MMBtu) 2.81E-04 4.56E-04

Benzene AP-42 [10], [14] 7.76E-04 (lb/MMBtu) 2.77E-02 4.49E-02

Formaldehyde AP-42 [10], [14] 7.89E-05 (lb/MMBtu) 2.81E-03 4.56E-03

Toluene AP-42 [10], [14] 2.81E-04 (lb/MMBtu) 1.00E-02 1.62E-02

Xylene AP-42 [10], [14] 1.93E-04 (lb/MMBtu) 6.88E-03 1.12E-02

Total PAH AP-42 [11], [14] 2.12E-04 (lb/MMBtu) 7.56E-03 1.23E-02

Naphthalene AP-42 [11], [14] 1.30E-04 (lb/MMBtu) 4.64E-03 7.52E-03

Total VOC HAPs 0.06 0.09

 Pollutant Emission Factor Basis Emission Factor

[1] Represents maximum power output of the generator in kilowatt electric.

[2] Represents annual average load for 8 main power plant engines calculated based on an annual average station-wide electricity need of 15,000 kW for station 

keeping and drilling. Annual average load % = 15,000 kW /(3,800 kW x 8 Units).

[3] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources.

[4] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from compliance stack testing conducted from March 31, 2013 

through April 10, 2013. Three test runs were conducted at low, medium, and high loads each. 

[5] PM10 and PM2.5 emission factors are based on a proposed methodology in the submittal to EPA Region IV on April 16, 2013, titled Request to Modify Site-Specific 

Test Plan for Alternate EPA Method 201A. 

[6] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from stack testing conducted from April 22, 2010 through April 

26, 2010 by COMM Engineering. Three test runs were conducted at approximately 40% and 60% loads each.

[7] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources. Therefore, emissions have been calculated based on a maximum sulfur 

content of 15 ppm in diesel fuel assuming that 98 percent of sulfur in the fuel is oxidized to SO2 and 2 percent of sulfur in the fuel is oxidized to H2SO4 based on Draft 

Regulatory Impact Analysis: Control of Emissions from Nonroad Diesel Engines, EPA420-R-03-008, April 2003. 

[8] The PM limit is based on filterable emissions only and PM10/PM2.5 limits are based on filterable and condensable emissions. 

[9] Lead emission factor obtained from EPA guidance document: Locating and Estimating Air Emissions from Sources of Lead and Lead Compounds, EPA 454/R-98-

006, May 1998, Section 5.2.2. Emission factor for distillate oil-fired gas turbines was used as a surrogate for distillate oil-fired engines due to lack of emission factors. 

An average brake-specific fuel consumption (BSFC) of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr.

[10] Emission factors based on AP-42, Chapter 3, Table 3.4-3, Speciated Organic Compound Emission Factors for Large Uncontrolled Stationary Diesel Engines 

(October 1996). 

[11] Emission factors based on AP-42, Chapter 3, Table 3.4-4, PAH Emission Factors for Large Uncontrolled Stationary Diesel Engines (October 1996). 

[12] For lead, the maximum hourly emissions (lbs/hr) are calculated based on the appropriate AP-42 and EPA emission factor and the total engine rating of 5,096 HP 

(mechanical), as the AP-42 and EPA emission factors are based on brake HP. For PM, PM10, PM2.5, NOX, CO, VOC, and CO2e the maximum hourly emissions (lbs/hr) 

are calculated based on the stack test emission factors and the maximum generator electric output of 3,800 kW based on the engine certifications.

[13] Annual emissions are calculated similar to maximum hourly emissions except that annual average load% is applied, and emissions are based on annual operating 

hours.

[14] An average BSFC of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr to calculate emissions.

Page 5 of 12

BHPB Sake - DD1 Emission Calculations_v6.0 - Engine 1 - #9RC00360

5/2/2013
BHP Billiton Petroleum Inc.

Emissions Calculations - DD1

Engine 2 (serial #9RC00361)

Total Engine Rating = 5,096 HP

Total Power Output [1] = 3,800 kW 

Total Operating Time = 6,570 hrs/yr

Operating time at: 49% average load [2] = 6,570 hrs/yr

Fuel Type [3]: = Ultra Low Sulfur Diesel

Maximum 

Hourly 

Emissions [12]

Total Annual Emissions 

[13]

(lb/hr) (tons/year)

NSR RegulatedAir Pollutants & Greenhouse Gas Emissions (CO2e)

PM Stack Test [4], [8] 3.62E-01 (g/kw-hr) 3.03 4.91

PM10 Stack Test [5], [8] 4.97E-01 (g/kw-hr) 4.17 6.75

PM2.5 Stack Test [5], [8] 4.87E-01 (g/kw-hr) 4.08 6.62

NOX Stack Test [6] 9.27E+00 (g/kw-hr) 77.66 125.88

SO2 Fuel S Content [7] 1.06E-05 (lb/hp-hr) 0.05 0.09

H2SO4 Fuel S Content [7] 3.30E-07 (lb/hp-hr) 0.002 0.003

CO Stack Test [6] 1.98E+00 (g/kw-hr) 16.59 26.89

VOC Stack Test [4] 6.17E-01 (g/kw-hr) 5.17 8.37

Pb EPA [9] 2.03E-07 (lb/hp-hr) 0.001 0.002

CO2e Stack Test [4] 8.29E+02 (g/kw-hr) 6,944.93 11,257.06

HAPs

Acetaldehyde AP-42 [10], [14] 2.52E-05 (lb/MMBtu) 8.99E-04 1.46E-03

Acrolein AP-42 [10], [14] 7.88E-06 (lb/MMBtu) 2.81E-04 4.56E-04

Benzene AP-42 [10], [14] 7.76E-04 (lb/MMBtu) 2.77E-02 4.49E-02

Formaldehyde AP-42 [10], [14] 7.89E-05 (lb/MMBtu) 2.81E-03 4.56E-03

Toluene AP-42 [10], [14] 2.81E-04 (lb/MMBtu) 1.00E-02 1.62E-02

Xylene AP-42 [10], [14] 1.93E-04 (lb/MMBtu) 6.88E-03 1.12E-02

Total PAH AP-42 [11], [14] 2.12E-04 (lb/MMBtu) 7.56E-03 1.23E-02

Naphthalene AP-42 [11], [14] 1.30E-04 (lb/MMBtu) 4.64E-03 7.52E-03

0.06 0.09

 Pollutant Emission Factor Basis

Total VOC HAPs

Emission Factor

[1] Represents maximum power output of the generator in kilowatt electric.

[2] Represents annual average load for 8 main power plant engines calculated based on an annual average station-wide electricity need of 15,000 kW for station 

keeping and drilling. Annual average load % = 15,000 kW /(3,800 kW x 8 Units).

[3] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources.

[4] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from compliance stack testing conducted from March 31, 2013 

through April 10, 2013. Three test runs were conducted at low, medium, and high loads each. 

[5] PM10 and PM2.5 emission factors are based on a proposed methodology in the submittal to EPA Region IV on April 16, 2013, titled Request to Modify Site-Specific 

Test Plan for Alternate EPA Method 201A. 

[6] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from stack testing conducted from April 22, 2010 through April 

26, 2010 by COMM Engineering. Three test runs were conducted at approximately 40% and 60% loads each.

[7] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources. Therefore, emissions have been calculated based on a maximum sulfur 

content of 15 ppm in diesel fuel assuming that 98 percent of sulfur in the fuel is oxidized to SO2 and 2 percent of sulfur in the fuel is oxidized to H2SO4 based on Draft 

Regulatory Impact Analysis: Control of Emissions from Nonroad Diesel Engines, EPA420-R-03-008, April 2003. 

[8] The PM limit is based on filterable emissions only and PM10/PM2.5 limits are based on filterable and condensable emissions. 

[9] Lead emission factor obtained from EPA guidance document: Locating and Estimating Air Emissions from Sources of Lead and Lead Compounds, EPA 454/R-98-

006, May 1998, Section 5.2.2. Emission factor for distillate oil-fired gas turbines was used as a surrogate for distillate oil-fired engines due to lack of emission factors. 

An average brake-specific fuel consumption (BSFC) of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr.

[10] Emission factors based on AP-42, Chapter 3, Table 3.4-3, Speciated Organic Compound Emission Factors for Large Uncontrolled Stationary Diesel Engines 

(October 1996). 

[11] Emission factors based on AP-42, Chapter 3, Table 3.4-4, PAH Emission Factors for Large Uncontrolled Stationary Diesel Engines (October 1996). 

[12] For lead, the maximum hourly emissions (lbs/hr) are calculated based on the appropriate AP-42 and EPA emission factor and the total engine rating of 5,096 HP 

(mechanical), as the AP-42 and EPA emission factors are based on brake HP. For PM, PM10, PM2.5, NOX, CO, VOC, and CO2e the maximum hourly emissions (lbs/hr) 

are calculated based on the stack test emission factors and the maximum generator electric output of 3,800 kW based on the engine certifications.

[13] Annual emissions are calculated similar to maximum hourly emissions except that annual average load% is applied, and emissions are based on annual operating 

hours.

[14] An average BSFC of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr to calculate emissions.

Page 6 of 12

BHPB Sake - DD1 Emission Calculations_v6.0 - Engine 2 - #9RC00361

5/2/2013
BHP Billiton Petroleum Inc.

Emissions Calculations - DD1

Engine 3 (serial #9RC00362)

Total Engine Rating = 5,096 HP

Total Power Output [1] = 3,800 kW 

Total Operating Time = 6,570 hrs/yr

Operating time at: 49% average load [2] = 6,570 hrs/yr

Fuel Type [3]: = Ultra Low Sulfur Diesel

Maximum 

Hourly 

Emissions [12]

Total Annual Emissions 

[13]

(lb/hr) (tons/year)

NSR RegulatedAir Pollutants & Greenhouse Gas Emissions (CO2e)

PM Stack Test [4], [8] 3.62E-01 (g/kw-hr) 3.03 4.91

PM10 Stack Test [5], [8] 4.97E-01 (g/kw-hr) 4.17 6.75

PM2.5 Stack Test [5], [8] 4.87E-01 (g/kw-hr) 4.08 6.62

NOX Stack Test [6] 9.27E+00 (g/kw-hr) 77.66 125.88

SO2 Fuel S Content [7] 1.06E-05 (lb/hp-hr) 0.05 0.09

H2SO4 Fuel S Content [7] 3.30E-07 (lb/hp-hr) 0.002 0.003

CO Stack Test [6] 1.98E+00 (g/kw-hr) 16.59 26.89

VOC Stack Test [4] 6.17E-01 (g/kw-hr) 5.17 8.37

Pb EPA [9] 2.03E-07 (lb/hp-hr) 0.001 0.002

CO2e Stack Test [4] 8.29E+02 (g/kw-hr) 6,944.93 11,257.06

HAPs

Acetaldehyde AP-42 [10], [14] 2.52E-05 (lb/MMBtu) 8.99E-04 1.46E-03

Acrolein AP-42 [10], [14] 7.88E-06 (lb/MMBtu) 2.81E-04 4.56E-04

Benzene AP-42 [10], [14] 7.76E-04 (lb/MMBtu) 2.77E-02 4.49E-02

Formaldehyde AP-42 [10], [14] 7.89E-05 (lb/MMBtu) 2.81E-03 4.56E-03

Toluene AP-42 [10], [14] 2.81E-04 (lb/MMBtu) 1.00E-02 1.62E-02

Xylene AP-42 [10], [14] 1.93E-04 (lb/MMBtu) 6.88E-03 1.12E-02

Total PAH AP-42 [11], [14] 2.12E-04 (lb/MMBtu) 7.56E-03 1.23E-02

Naphthalene AP-42 [11], [14] 1.30E-04 (lb/MMBtu) 4.64E-03 7.52E-03

Total VOC HAPs 0.06 0.09

 Pollutant Emission Factor Basis Emission Factor

[1] Represents maximum power output of the generator in kilowatt electric.

[2] Represents annual average load for 8 main power plant engines calculated based on an annual average station-wide electricity need of 15,000 kW for station 

keeping and drilling. Annual average load % = 15,000 kW /(3,800 kW x 8 Units).

[3] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources.

[4] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from compliance stack testing conducted from March 31, 2013 

through April 10, 2013. Three test runs were conducted at low, medium, and high loads each. 

[5] PM10 and PM2.5 emission factors are based on a proposed methodology in the submittal to EPA Region IV on April 16, 2013, titled Request to Modify Site-Specific 

Test Plan for Alternate EPA Method 201A. 

[6] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from stack testing conducted from April 22, 2010 through April 

26, 2010 by COMM Engineering. Three test runs were conducted at approximately 40% and 60% loads each.

[7] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources. Therefore, emissions have been calculated based on a maximum sulfur 

content of 15 ppm in diesel fuel assuming that 98 percent of sulfur in the fuel is oxidized to SO2 and 2 percent of sulfur in the fuel is oxidized to H2SO4 based on Draft 

Regulatory Impact Analysis: Control of Emissions from Nonroad Diesel Engines, EPA420-R-03-008, April 2003. 

[8] The PM limit is based on filterable emissions only and PM10/PM2.5 limits are based on filterable and condensable emissions. 

[9] Lead emission factor obtained from EPA guidance document: Locating and Estimating Air Emissions from Sources of Lead and Lead Compounds, EPA 454/R-98-

006, May 1998, Section 5.2.2. Emission factor for distillate oil-fired gas turbines was used as a surrogate for distillate oil-fired engines due to lack of emission factors. 

An average brake-specific fuel consumption (BSFC) of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr.

[10] Emission factors based on AP-42, Chapter 3, Table 3.4-3, Speciated Organic Compound Emission Factors for Large Uncontrolled Stationary Diesel Engines 

(October 1996). 

[11] Emission factors based on AP-42, Chapter 3, Table 3.4-4, PAH Emission Factors for Large Uncontrolled Stationary Diesel Engines (October 1996). 

[12] For lead, the maximum hourly emissions (lbs/hr) are calculated based on the appropriate AP-42 and EPA emission factor and the total engine rating of 5,096 HP 

(mechanical), as the AP-42 and EPA emission factors are based on brake HP. For PM, PM10, PM2.5, NOX, CO, VOC, and CO2e the maximum hourly emissions (lbs/hr) 

are calculated based on the stack test emission factors and the maximum generator electric output of 3,800 kW based on the engine certifications.

[13] Annual emissions are calculated similar to maximum hourly emissions except that annual average load% is applied, and emissions are based on annual operating 

hours.

[14] An average BSFC of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr to calculate emissions.

Page 7 of 12

BHPB Sake - DD1 Emission Calculations_v6.0 - Engine 3 - #9RC00362

5/2/2013
BHP Billiton Petroleum Inc.

Emissions Calculations - DD1

Engine 4 (serial #9RC00363)

Total Engine Rating = 5,096 HP

Total Power Output [1] = 3,800 kW 

Total Operating Time = 6,570 hrs/yr

Operating time at: 49% average load [2] = 6,570 hrs/yr

Fuel Type [3]: = Ultra Low Sulfur Diesel

Maximum 

Hourly 

Emissions [12]

Total Annual Emissions 

[13]

(lb/hr) (tons/year)

NSR RegulatedAir Pollutants & Greenhouse Gas Emissions (CO2e)

PM Stack Test [4], [8] 3.62E-01 (g/kw-hr) 3.03 4.91

PM10 Stack Test [5], [8] 4.97E-01 (g/kw-hr) 4.17 6.75

PM2.5 Stack Test [5], [8] 4.87E-01 (g/kw-hr) 4.08 6.62

NOX Stack Test [6] 9.27E+00 (g/kw-hr) 77.66 125.88

SO2 Fuel S Content [7] 1.06E-05 (lb/hp-hr) 0.05 0.09

H2SO4 Fuel S Content [7] 3.30E-07 (lb/hp-hr) 0.002 0.003

CO Stack Test [6] 1.98E+00 (g/kw-hr) 16.59 26.89

VOC Stack Test [4] 6.17E-01 (g/kw-hr) 5.17 8.37

Pb EPA [9] 2.03E-07 (lb/hp-hr) 0.001 0.002

CO2e Stack Test [4] 8.29E+02 (g/kw-hr) 6,944.93 11,257.06

HAPs

Acetaldehyde AP-42 [10], [14] 2.52E-05 (lb/MMBtu) 8.99E-04 1.46E-03

Acrolein AP-42 [10], [14] 7.88E-06 (lb/MMBtu) 2.81E-04 4.56E-04

Benzene AP-42 [10], [14] 7.76E-04 (lb/MMBtu) 2.77E-02 4.49E-02

Formaldehyde AP-42 [10], [14] 7.89E-05 (lb/MMBtu) 2.81E-03 4.56E-03

Toluene AP-42 [10], [14] 2.81E-04 (lb/MMBtu) 1.00E-02 1.62E-02

Xylene AP-42 [10], [14] 1.93E-04 (lb/MMBtu) 6.88E-03 1.12E-02

Total PAH AP-42 [11], [14] 2.12E-04 (lb/MMBtu) 7.56E-03 1.23E-02

Naphthalene AP-42 [11], [14] 1.30E-04 (lb/MMBtu) 4.64E-03 7.52E-03

0.06 0.09

 Pollutant Emission Factor Basis

Total VOC HAPs

Emission Factor

[1] Represents maximum power output of the generator in kilowatt electric.

[2] Represents annual average load for 8 main power plant engines calculated based on an annual average station-wide electricity need of 15,000 kW for station 

keeping and drilling. Annual average load % = 15,000 kW /(3,800 kW x 8 Units).

[3] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources.

[4] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from compliance stack testing conducted from March 31, 2013 

through April 10, 2013. Three test runs were conducted at low, medium, and high loads each. 

[5] PM10 and PM2.5 emission factors are based on a proposed methodology in the submittal to EPA Region IV on April 16, 2013, titled Request to Modify Site-Specific 

Test Plan for Alternate EPA Method 201A. 

[6] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from stack testing conducted from April 22, 2010 through April 

26, 2010 by COMM Engineering. Three test runs were conducted at approximately 40% and 60% loads each.

[7] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources. Therefore, emissions have been calculated based on a maximum sulfur 

content of 15 ppm in diesel fuel assuming that 98 percent of sulfur in the fuel is oxidized to SO2 and 2 percent of sulfur in the fuel is oxidized to H2SO4 based on Draft 

Regulatory Impact Analysis: Control of Emissions from Nonroad Diesel Engines, EPA420-R-03-008, April 2003. 

[8] The PM limit is based on filterable emissions only and PM10/PM2.5 limits are based on filterable and condensable emissions. 

[9] Lead emission factor obtained from EPA guidance document: Locating and Estimating Air Emissions from Sources of Lead and Lead Compounds, EPA 454/R-98-

006, May 1998, Section 5.2.2. Emission factor for distillate oil-fired gas turbines was used as a surrogate for distillate oil-fired engines due to lack of emission factors. 

An average brake-specific fuel consumption (BSFC) of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr.

[10] Emission factors based on AP-42, Chapter 3, Table 3.4-3, Speciated Organic Compound Emission Factors for Large Uncontrolled Stationary Diesel Engines 

(October 1996). 

[11] Emission factors based on AP-42, Chapter 3, Table 3.4-4, PAH Emission Factors for Large Uncontrolled Stationary Diesel Engines (October 1996). 

[12] For lead, the maximum hourly emissions (lbs/hr) are calculated based on the appropriate AP-42 and EPA emission factor and the total engine rating of 5,096 HP 

(mechanical), as the AP-42 and EPA emission factors are based on brake HP. For PM, PM10, PM2.5, NOX, CO, VOC, and CO2e the maximum hourly emissions (lbs/hr) 

are calculated based on the stack test emission factors and the maximum generator electric output of 3,800 kW based on the engine certifications.

[13] Annual emissions are calculated similar to maximum hourly emissions except that annual average load% is applied, and emissions are based on annual operating 

hours.

[14] An average BSFC of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr to calculate emissions.

Page 8 of 12

BHPB Sake - DD1 Emission Calculations_v6.0 - Engine 4 - #9RC00363

5/2/2013
BHP Billiton Petroleum Inc.

Emissions Calculations - DD1

Engine 5 (serial #9RC00364)

Total Engine Rating = 5,096 HP

Total Power Output [1] = 3,800 kW 

Total Operating Time = 6,570 hrs/yr

Operating time at: 49% average load [2] = 6,570 hrs/yr

Fuel Type [3]: = Ultra Low Sulfur Diesel

Maximum 

Hourly 

Emissions [12]

Total Annual Emissions 

[13]

(lb/hr) (tons/year)

NSR RegulatedAir Pollutants & Greenhouse Gas Emissions (CO2e)

PM Stack Test [4], [8] 3.62E-01 (g/kw-hr) 3.03 4.91

PM10 Stack Test [5], [8] 4.97E-01 (g/kw-hr) 4.17 6.75

PM2.5 Stack Test [5], [8] 4.87E-01 (g/kw-hr) 4.08 6.62

NOX Stack Test [6] 9.27E+00 (g/kw-hr) 77.66 125.88

SO2 Fuel S Content [7] 1.06E-05 (lb/hp-hr) 0.05 0.09

H2SO4 Fuel S Content [7] 3.30E-07 (lb/hp-hr) 0.002 0.003

CO Stack Test [6] 1.98E+00 (g/kw-hr) 16.59 26.89

VOC Stack Test [4] 6.17E-01 (g/kw-hr) 5.17 8.37

Pb EPA [9] 2.03E-07 (lb/hp-hr) 0.001 0.002

CO2e Stack Test [4] 8.29E+02 (g/kw-hr) 6,944.93 11,257.06

HAPs

Acetaldehyde AP-42 [10], [14] 2.52E-05 (lb/MMBtu) 8.99E-04 1.46E-03

Acrolein AP-42 [10], [14] 7.88E-06 (lb/MMBtu) 2.81E-04 4.56E-04

Benzene AP-42 [10], [14] 7.76E-04 (lb/MMBtu) 2.77E-02 4.49E-02

Formaldehyde AP-42 [10], [14] 7.89E-05 (lb/MMBtu) 2.81E-03 4.56E-03

Toluene AP-42 [10], [14] 2.81E-04 (lb/MMBtu) 1.00E-02 1.62E-02

Xylene AP-42 [10], [14] 1.93E-04 (lb/MMBtu) 6.88E-03 1.12E-02

Total PAH AP-42 [11], [14] 2.12E-04 (lb/MMBtu) 7.56E-03 1.23E-02

Naphthalene AP-42 [11], [14] 1.30E-04 (lb/MMBtu) 4.64E-03 7.52E-03

Total VOC HAPs 0.06 0.09

 Pollutant Emission Factor Basis Emission Factor

[1] Represents maximum power output of the generator in kilowatt electric.

[2] Represents annual average load for 8 main power plant engines calculated based on an annual average station-wide electricity need of 15,000 kW for station 

keeping and drilling. Annual average load % = 15,000 kW /(3,800 kW x 8 Units).

[3] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources.

[4] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from compliance stack testing conducted from March 31, 2013 

through April 10, 2013. Three test runs were conducted at low, medium, and high loads each. 

[5] PM10 and PM2.5 emission factors are based on a proposed methodology in the submittal to EPA Region IV on April 16, 2013, titled Request to Modify Site-Specific 

Test Plan for Alternate EPA Method 201A. 

[6] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from stack testing conducted from April 22, 2010 through April 

26, 2010 by COMM Engineering. Three test runs were conducted at approximately 40% and 60% loads each.

[7] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources. Therefore, emissions have been calculated based on a maximum sulfur 

content of 15 ppm in diesel fuel assuming that 98 percent of sulfur in the fuel is oxidized to SO2 and 2 percent of sulfur in the fuel is oxidized to H2SO4 based on Draft 

Regulatory Impact Analysis: Control of Emissions from Nonroad Diesel Engines, EPA420-R-03-008, April 2003. 

[8] The PM limit is based on filterable emissions only and PM10/PM2.5 limits are based on filterable and condensable emissions. 

[9] Lead emission factor obtained from EPA guidance document: Locating and Estimating Air Emissions from Sources of Lead and Lead Compounds, EPA 454/R-98-

006, May 1998, Section 5.2.2. Emission factor for distillate oil-fired gas turbines was used as a surrogate for distillate oil-fired engines due to lack of emission factors. 

An average brake-specific fuel consumption (BSFC) of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr.

[10] Emission factors based on AP-42, Chapter 3, Table 3.4-3, Speciated Organic Compound Emission Factors for Large Uncontrolled Stationary Diesel Engines 

(October 1996). 

[11] Emission factors based on AP-42, Chapter 3, Table 3.4-4, PAH Emission Factors for Large Uncontrolled Stationary Diesel Engines (October 1996). 

[12] For lead, the maximum hourly emissions (lbs/hr) are calculated based on the appropriate AP-42 and EPA emission factor and the total engine rating of 5,096 HP 

(mechanical), as the AP-42 and EPA emission factors are based on brake HP. For PM, PM10, PM2.5, NOX, CO, VOC, and CO2e the maximum hourly emissions (lbs/hr) 

are calculated based on the stack test emission factors and the maximum generator electric output of 3,800 kW based on the engine certifications.

[13] Annual emissions are calculated similar to maximum hourly emissions except that annual average load% is applied, and emissions are based on annual operating 

hours.

[14] An average BSFC of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr to calculate emissions.

Page 9 of 12

BHPB Sake - DD1 Emission Calculations_v6.0 - Engine 5 - #9RC00364

5/2/2013
BHP Billiton Petroleum Inc.

Emissions Calculations - DD1

Engine 6 (serial #9RC00365)

Total Engine Rating = 5,096 HP

Total Power Output [1] = 3,800 kW 

Total Operating Time = 6,570 hrs/yr

Operating time at: 49% average load [2] = 6,570 hrs/yr

Fuel Type [3]: = Ultra Low Sulfur Diesel

Maximum 

Hourly 

Emissions [12]

Total Annual Emissions 

[13]

(lb/hr) (tons/year)

NSR RegulatedAir Pollutants & Greenhouse Gas Emissions (CO2e)

PM Stack Test [4], [8] 3.62E-01 (g/kw-hr) 3.03 4.91

PM10 Stack Test [5], [8] 4.97E-01 (g/kw-hr) 4.17 6.75

PM2.5 Stack Test [5], [8] 4.87E-01 (g/kw-hr) 4.08 6.62

NOX Stack Test [6] 9.27E+00 (g/kw-hr) 77.66 125.88

SO2 Fuel S Content [7] 1.06E-05 (lb/hp-hr) 0.05 0.09

H2SO4 Fuel S Content [7] 3.30E-07 (lb/hp-hr) 0.002 0.003

CO Stack Test [6] 1.98E+00 (g/kw-hr) 16.59 26.89

VOC Stack Test [4] 6.17E-01 (g/kw-hr) 5.17 8.37

Pb EPA [9] 2.03E-07 (lb/hp-hr) 0.001 0.002

CO2e Stack Test [4] 8.29E+02 (g/kw-hr) 6,944.93 11,257.06

HAPs

Acetaldehyde AP-42 [10], [14] 2.52E-05 (lb/MMBtu) 8.99E-04 1.46E-03

Acrolein AP-42 [10], [14] 7.88E-06 (lb/MMBtu) 2.81E-04 4.56E-04

Benzene AP-42 [10], [14] 7.76E-04 (lb/MMBtu) 2.77E-02 4.49E-02

Formaldehyde AP-42 [10], [14] 7.89E-05 (lb/MMBtu) 2.81E-03 4.56E-03

Toluene AP-42 [10], [14] 2.81E-04 (lb/MMBtu) 1.00E-02 1.62E-02

Xylene AP-42 [10], [14] 1.93E-04 (lb/MMBtu) 6.88E-03 1.12E-02

Total PAH AP-42 [11], [14] 2.12E-04 (lb/MMBtu) 7.56E-03 1.23E-02

Naphthalene AP-42 [11], [14] 1.30E-04 (lb/MMBtu) 4.64E-03 7.52E-03

0.06 0.09

 Pollutant Emission Factor Basis

Total VOC HAPs

Emission Factor

[1] Represents maximum power output of the generator in kilowatt electric.

[2] Represents annual average load for 8 main power plant engines calculated based on an annual average station-wide electricity need of 15,000 kW for station 

keeping and drilling. Annual average load % = 15,000 kW /(3,800 kW x 8 Units).

[3] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources.

[4] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from compliance stack testing conducted from March 31, 2013 

through April 10, 2013. Three test runs were conducted at low, medium, and high loads each. 

[5] PM10 and PM2.5 emission factors are based on a proposed methodology in the submittal to EPA Region IV on April 16, 2013, titled Request to Modify Site-Specific 

Test Plan for Alternate EPA Method 201A. 

[6] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from stack testing conducted from April 22, 2010 through April 

26, 2010 by COMM Engineering. Three test runs were conducted at approximately 40% and 60% loads each.

[7] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources. Therefore, emissions have been calculated based on a maximum sulfur 

content of 15 ppm in diesel fuel assuming that 98 percent of sulfur in the fuel is oxidized to SO2 and 2 percent of sulfur in the fuel is oxidized to H2SO4 based on Draft 

Regulatory Impact Analysis: Control of Emissions from Nonroad Diesel Engines, EPA420-R-03-008, April 2003. 

[8] The PM limit is based on filterable emissions only and PM10/PM2.5 limits are based on filterable and condensable emissions. 

[9] Lead emission factor obtained from EPA guidance document: Locating and Estimating Air Emissions from Sources of Lead and Lead Compounds, EPA 454/R-98-

006, May 1998, Section 5.2.2. Emission factor for distillate oil-fired gas turbines was used as a surrogate for distillate oil-fired engines due to lack of emission factors. 

An average brake-specific fuel consumption (BSFC) of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr.

[10] Emission factors based on AP-42, Chapter 3, Table 3.4-3, Speciated Organic Compound Emission Factors for Large Uncontrolled Stationary Diesel Engines 

(October 1996). 

[11] Emission factors based on AP-42, Chapter 3, Table 3.4-4, PAH Emission Factors for Large Uncontrolled Stationary Diesel Engines (October 1996). 

[12] For lead, the maximum hourly emissions (lbs/hr) are calculated based on the appropriate AP-42 and EPA emission factor and the total engine rating of 5,096 HP 

(mechanical), as the AP-42 and EPA emission factors are based on brake HP. For PM, PM10, PM2.5, NOX, CO, VOC, and CO2e the maximum hourly emissions (lbs/hr) 

are calculated based on the stack test emission factors and the maximum generator electric output of 3,800 kW based on the engine certifications.

[13] Annual emissions are calculated similar to maximum hourly emissions except that annual average load% is applied, and emissions are based on annual operating 

hours.

[14] An average BSFC of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr to calculate emissions.

Page 10 of 12

BHPB Sake - DD1 Emission Calculations_v6.0 - Engine 6 - #9RC00365

5/2/2013
BHP Billiton Petroleum Inc.

Emissions Calculations - DD1

Engine 7 (serial #9RC00366)

Total Engine Rating = 5,096 HP

Total Power Output [1] = 3,800 kW 

Total Operating Time = 6,570 hrs/yr

Operating time at: 49% average load [2] = 6,570 hrs/yr

Fuel Type [3]: = Ultra Low Sulfur Diesel

Maximum 

Hourly 

Emissions [12]

Total Annual Emissions 

[13]

(lb/hr) (tons/year)

NSR RegulatedAir Pollutants & Greenhouse Gas Emissions (CO2e)

PM Stack Test [4], [8] 3.62E-01 (g/kw-hr) 3.03 4.91

PM10 Stack Test [5], [8] 4.97E-01 (g/kw-hr) 4.17 6.75

PM2.5 Stack Test [5], [8] 4.87E-01 (g/kw-hr) 4.08 6.62

NOX Stack Test [6] 9.27E+00 (g/kw-hr) 77.66 125.88

SO2 Fuel S Content [7] 1.06E-05 (lb/hp-hr) 0.05 0.09

H2SO4 Fuel S Content [7] 3.30E-07 (lb/hp-hr) 0.002 0.003

CO Stack Test [6] 1.98E+00 (g/kw-hr) 16.59 26.89

VOC Stack Test [4] 6.17E-01 (g/kw-hr) 5.17 8.37

Pb EPA [9] 2.03E-07 (lb/hp-hr) 0.001 0.002

CO2e Stack Test [4] 8.29E+02 (g/kw-hr) 6,944.93 11,257.06

HAPs

Acetaldehyde AP-42 [10], [14] 2.52E-05 (lb/MMBtu) 8.99E-04 1.46E-03

Acrolein AP-42 [10], [14] 7.88E-06 (lb/MMBtu) 2.81E-04 4.56E-04

Benzene AP-42 [10], [14] 7.76E-04 (lb/MMBtu) 2.77E-02 4.49E-02

Formaldehyde AP-42 [10], [14] 7.89E-05 (lb/MMBtu) 2.81E-03 4.56E-03

Toluene AP-42 [10], [14] 2.81E-04 (lb/MMBtu) 1.00E-02 1.62E-02

Xylene AP-42 [10], [14] 1.93E-04 (lb/MMBtu) 6.88E-03 1.12E-02

Total PAH AP-42 [11], [14] 2.12E-04 (lb/MMBtu) 7.56E-03 1.23E-02

Naphthalene AP-42 [11], [14] 1.30E-04 (lb/MMBtu) 4.64E-03 7.52E-03

Total VOC HAPs 0.06 0.09

 Pollutant Emission Factor Basis Emission Factor

[1] Represents maximum power output of the generator in kilowatt electric.

[2] Represents annual average load for 8 main power plant engines calculated based on an annual average station-wide electricity need of 15,000 kW for station 

keeping and drilling. Annual average load % = 15,000 kW /(3,800 kW x 8 Units).

[3] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources.

[4] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from compliance stack testing conducted from March 31, 2013 

through April 10, 2013. Three test runs were conducted at low, medium, and high loads each. 

[5] PM10 and PM2.5 emission factors are based on a proposed methodology in the submittal to EPA Region IV on April 16, 2013, titled Request to Modify Site-Specific 

Test Plan for Alternate EPA Method 201A. 

[6] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from stack testing conducted from April 22, 2010 through April 

26, 2010 by COMM Engineering. Three test runs were conducted at approximately 40% and 60% loads each.

[7] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources. Therefore, emissions have been calculated based on a maximum sulfur 

content of 15 ppm in diesel fuel assuming that 98 percent of sulfur in the fuel is oxidized to SO2 and 2 percent of sulfur in the fuel is oxidized to H2SO4 based on Draft 

Regulatory Impact Analysis: Control of Emissions from Nonroad Diesel Engines, EPA420-R-03-008, April 2003. 

[8] The PM limit is based on filterable emissions only and PM10/PM2.5 limits are based on filterable and condensable emissions. 

[9] Lead emission factor obtained from EPA guidance document: Locating and Estimating Air Emissions from Sources of Lead and Lead Compounds, EPA 454/R-98-

006, May 1998, Section 5.2.2. Emission factor for distillate oil-fired gas turbines was used as a surrogate for distillate oil-fired engines due to lack of emission factors. 

An average brake-specific fuel consumption (BSFC) of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr.

[10] Emission factors based on AP-42, Chapter 3, Table 3.4-3, Speciated Organic Compound Emission Factors for Large Uncontrolled Stationary Diesel Engines 

(October 1996). 

[11] Emission factors based on AP-42, Chapter 3, Table 3.4-4, PAH Emission Factors for Large Uncontrolled Stationary Diesel Engines (October 1996). 

[12] For lead, the maximum hourly emissions (lbs/hr) are calculated based on the appropriate AP-42 and EPA emission factor and the total engine rating of 5,096 HP 

(mechanical), as the AP-42 and EPA emission factors are based on brake HP. For PM, PM10, PM2.5, NOX, CO, VOC, and CO2e the maximum hourly emissions (lbs/hr) 

are calculated based on the stack test emission factors and the maximum generator electric output of 3,800 kW based on the engine certifications.

[13] Annual emissions are calculated similar to maximum hourly emissions except that annual average load% is applied, and emissions are based on annual operating 

hours.

[14] An average BSFC of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr to calculate emissions.

Page 11 of 12

BHPB Sake - DD1 Emission Calculations_v6.0 - Engine 7 - #9RC00366

5/2/2013
BHP Billiton Petroleum Inc.

Emissions Calculations - DD1

Engine 8 (serial #9RC00367)

Total Engine Rating = 5,096 HP

Total Power Output [1] = 3,800 kW 

Total Operating Time = 6,570 hrs/yr

Operating time at: 49% average load [2] = 6,570 hrs/yr

Fuel Type [3]: = Ultra Low Sulfur Diesel

Maximum 

Hourly 

Emissions [12]

Total Annual Emissions 

[13]

(lb/hr) (tons/year)

NSR RegulatedAir Pollutants & Greenhouse Gas Emissions (CO2e)

PM Stack Test [4], [8] 3.62E-01 (g/kw-hr) 3.03 4.91

PM10 Stack Test [5], [8] 4.97E-01 (g/kw-hr) 4.17 6.75

PM2.5 Stack Test [5], [8] 4.87E-01 (g/kw-hr) 4.08 6.62

NOX Stack Test [6] 9.27E+00 (g/kw-hr) 77.66 125.88

SO2 Fuel S Content [7] 1.06E-05 (lb/hp-hr) 0.05 0.09

H2SO4 Fuel S Content [7] 3.30E-07 (lb/hp-hr) 0.002 0.003

CO Stack Test [6] 1.98E+00 (g/kw-hr) 16.59 26.89

VOC Stack Test [4] 6.17E-01 (g/kw-hr) 5.17 8.37

Pb EPA [9] 2.03E-07 (lb/hp-hr) 0.001 0.002

CO2e Stack Test [4] 8.29E+02 (g/kw-hr) 6,944.93 11,257.06

HAPs

Acetaldehyde AP-42 [10], [14] 2.52E-05 (lb/MMBtu) 8.99E-04 1.46E-03

Acrolein AP-42 [10], [14] 7.88E-06 (lb/MMBtu) 2.81E-04 4.56E-04

Benzene AP-42 [10], [14] 7.76E-04 (lb/MMBtu) 2.77E-02 4.49E-02

Formaldehyde AP-42 [10], [14] 7.89E-05 (lb/MMBtu) 2.81E-03 4.56E-03

Toluene AP-42 [10], [14] 2.81E-04 (lb/MMBtu) 1.00E-02 1.62E-02

Xylene AP-42 [10], [14] 1.93E-04 (lb/MMBtu) 6.88E-03 1.12E-02

Total PAH AP-42 [11], [14] 2.12E-04 (lb/MMBtu) 7.56E-03 1.23E-02

Naphthalene AP-42 [11], [14] 1.30E-04 (lb/MMBtu) 4.64E-03 7.52E-03

0.06 0.09

 Pollutant Emission Factor Basis

Total VOC HAPs

Emission Factor

[1] Represents maximum power output of the generator in kilowatt electric.

[2] Represents annual average load for 8 main power plant engines calculated based on an annual average station-wide electricity need of 15,000 kW for station 

keeping and drilling. Annual average load % = 15,000 kW /(3,800 kW x 8 Units).

[3] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources.

[4] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from compliance stack testing conducted from March 31, 2013 

through April 10, 2013. Three test runs were conducted at low, medium, and high loads each. 

[5] PM10 and PM2.5 emission factors are based on a proposed methodology in the submittal to EPA Region IV on April 16, 2013, titled Request to Modify Site-Specific 

Test Plan for Alternate EPA Method 201A. 

[6] Represents proposed BACT limits developed based on "top-down" BACT analysis and using data from stack testing conducted from April 22, 2010 through April 

26, 2010 by COMM Engineering. Three test runs were conducted at approximately 40% and 60% loads each.

[7] BHPB is proposing the use of Ultra Low Sulfur Diesel for all diesel combustion sources. Therefore, emissions have been calculated based on a maximum sulfur 

content of 15 ppm in diesel fuel assuming that 98 percent of sulfur in the fuel is oxidized to SO2 and 2 percent of sulfur in the fuel is oxidized to H2SO4 based on Draft 

Regulatory Impact Analysis: Control of Emissions from Nonroad Diesel Engines, EPA420-R-03-008, April 2003. 

[8] The PM limit is based on filterable emissions only and PM10/PM2.5 limits are based on filterable and condensable emissions. 

[9] Lead emission factor obtained from EPA guidance document: Locating and Estimating Air Emissions from Sources of Lead and Lead Compounds, EPA 454/R-98-

006, May 1998, Section 5.2.2. Emission factor for distillate oil-fired gas turbines was used as a surrogate for distillate oil-fired engines due to lack of emission factors. 

An average brake-specific fuel consumption (BSFC) of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr.

[10] Emission factors based on AP-42, Chapter 3, Table 3.4-3, Speciated Organic Compound Emission Factors for Large Uncontrolled Stationary Diesel Engines 

(October 1996). 

[11] Emission factors based on AP-42, Chapter 3, Table 3.4-4, PAH Emission Factors for Large Uncontrolled Stationary Diesel Engines (October 1996). 

[12] For lead, the maximum hourly emissions (lbs/hr) are calculated based on the appropriate AP-42 and EPA emission factor and the total engine rating of 5,096 HP 

(mechanical), as the AP-42 and EPA emission factors are based on brake HP. For PM, PM10, PM2.5, NOX, CO, VOC, and CO2e the maximum hourly emissions (lbs/hr) 

are calculated based on the stack test emission factors and the maximum generator electric output of 3,800 kW based on the engine certifications.

[13] Annual emissions are calculated similar to maximum hourly emissions except that annual average load% is applied, and emissions are based on annual operating 

hours.

[14] An average BSFC of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr to calculate emissions.

Page 12 of 12

BHPB Sake - DD1 Emission Calculations_v6.0 - Engine 8 - #9RC00367

5/2/2013
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 

Trinity Consultants 

APPENDIX C: RBLC SEARCH RESULTS 
RBLCID FACILITY_NAME PERMIT_NUM PERMIT_ISSUANCE_DATE PROCESS_NAME PRIMARY_FUEL THROUGHPUT THROUGHPUT_ UNIT CONTROL_METHOD_DESCRIPTION 

CA‐0988 PACIFIC	BELL 16290 02/01/2003	 ACT IC	ENGINES DIESEL	FUEL 2935 HP 

CO‐0055 LAMAR	LIGHT	&	POWER	 POWER	PLANT 05PR0027 02/03/2006	 ACT FUGITIVE	PARTICULATE	 MATTER	EMISSIONS	SOURCES WATER	WASH	DOWN,	DAILY	 INSPECTION/CLEANING/COVERING	OF	 TRANSPORT	VEHICLES,	WATERING 

CO‐0055 LAMAR	LIGHT	&	POWER	 POWER	PLANT 05PR0027 02/03/2006	 ACT DIESEL	ENGINES	FOR	 SWITCHING,	LOCOMOTIVE	 &	FIRE	PUMP DIESEL 1500 HP LOW	SULFUR	FUEL	‐	%0.05	BY	WEIGHT 

FL‐0324 PALM	BEACH	RENEWABLE	 ENERGY	PARK PSD‐FL‐413 12/23/2010	 ACT Ash	Handling	System	and	 Building 0 Fabric Filter 

FL‐0324 PALM	BEACH	RENEWABLE	 ENERGY	PARK PSD‐FL‐413 12/23/2010	 ACT 250	Kw	Emergency	Generator ULSD 0

Use	of	inherently	clean	ultra	low	sulfur	distil(ULSD)	fuel	oil	and	GCP	&	demonstrate	compliance	in	accordance	with	the	procedurgiven	in	40	CFR	60,	Subpart	IIII

*FL‐0328 ENI	‐	HOLY	CROSS	DRILLING	 PROJECT OCS‐EPA‐R4007 10/27/2011	 ACT Main	Propulsion	Engines Diesel 0

Use	of	good	combustion	practices	based	on	thcurrent	manufacturer?s	specifications	for	theengines,	and	additional	enhanced	work	practstandards	including	an	engine	performance	management	system	and	the	Diesel	Engines	wTurbochargers	(DEWT)	measurement	system

*FL‐0328 ENI	‐	HOLY	CROSS	DRILLING	 PROJECT OCS‐EPA‐R4007 10/27/2011	 ACT Main	Propulsion	Engines Diesel 0

Use	of	good	combustion	practices	based	on	thcurrent	manufacturer?s	specifications	for	theengines,	and	additional	enhanced	work	practstandards	including	an	engine	performance	management	system	and	the	Diesel	Engines	wTurbochargers	(DEWT)	measurement	system

*FL‐0328 ENI	‐	HOLY	CROSS	DRILLING	 PROJECT OCS‐EPA‐R4007 10/27/2011	 ACT Main	Propulsion	Engines Diesel 0

Use	of	good	combustion	practices	based	on	thcurrent	manufacturer?s	specifications	for	theengines,	and	additional	enhanced	work	practstandards	including	an	engine	performance	management	system	and	the	Diesel	Engines	wTurbochargers	(DEWT)	measurement	system

*FL‐0328 ENI	‐	HOLY	CROSS	DRILLING	 PROJECT OCS‐EPA‐R4007 10/27/2011	 ACT Crane	Engines	(units	1	and	2) Diesel 0 Use	of	certified	EPA	Tier	1	engines	and	good	 combustion	practices	based	on	the	current	 manufacturer?s	specifications	for	this	engine

*FL‐0328 ENI	‐	HOLY	CROSS	DRILLING	 PROJECT OCS‐EPA‐R4007 10/27/2011	 ACT Crane	Engines	(units	3	and	4) Diesel 0 Use	of	good	combustion	practices,	based	on	t

current	manufacturer?s	specifications	for	thiengine 

*FL‐0328 ENI	‐	HOLY	CROSS	DRILLING	 PROJECT OCS‐EPA‐R4007 10/27/2011	 ACT Emergency	Engine Diesel 0 Use	of	good	combustion	practices,	based	on	t

current	manufacturer?s	specifications	for	thiengine 

*FL‐0328 ENI	‐	HOLY	CROSS	DRILLING	 PROJECT OCS‐EPA‐R4007 10/27/2011	 ACT Emergency	Fire	Pump	Engine Diesel 0 Use	of	good	combustion	practices,	based	on	t

current	manufacturer?s	specifications	for	thiengine 

*FL‐0329 SHELL	OFFSHORE	INC. OCS‐EPA‐R4006 11/28/2011	 ACT Source‐Wide	Limits Diesel 0 

LA‐0194 SABINE	PASS	LNG	TERMINAL PSD‐LA‐703 11/24/2004	 ACT FIREWATER	PUMP	DIESEL	 ENGINES	1‐3 DIESEL 660 HP	EACH GOOD	COMBUSTION	PRACTICES 

LA‐0194 SABINE	PASS	LNG	TERMINAL PSD‐LA‐703 11/24/2004	 ACT STANDBY	GENERATOR	DIESEL	 ENGINES	1‐2 DIESEL 2220 HP	EACH COMPLYING	WITH	40	CFR	60	SUBPART	IIII 

LA‐0204 PLAQUEMINE	PVC	PLANT PSD‐LA‐709(M‐1) 02/27/2009	 ACT LOADING	HOPPERS	(P‐25,	P‐26,	 P‐27) GOOD	DESIGN	AND	MAINTENANCE 

LA‐0204 PLAQUEMINE	PVC	PLANT PSD‐LA‐709(M‐1) 02/27/2009	 ACT SMALL	EMERGENCY	ENGINES DIESEL GOOD	COMBUSTION	PRACTICES	AND	GASEO

FUEL	BURNING 

LA‐0204 PLAQUEMINE	PVC	PLANT PSD‐LA‐709(M‐1) 02/27/2009	 ACT LARGE	EMERGENCY	ENGINES DIESEL GOOD	COMBUSTION	PRACTICES	AND	GASEO

FUEL	BURNING 

LA‐0204 PLAQUEMINE	PVC	PLANT PSD‐LA‐709(M‐1) 02/27/2009	 ACT ROAD	‐	FUGITIVE	DUST PAVINGS	ROADS	AS	MUCH	AS	PRACTICABLE LA‐0229 SHINTECH	PLAQUEMINE	 PLANT	2 PSD‐LA‐731 07/10/2008	 ACT EQT115,	116,	121,	129	‐	 EMERGENCY	IC	ENGINES

MAINTAIN	WRITTEN	OPERATING	AND	MAINTENANCE	PROCEDURES;	PROPERLY	TRAINED	OPERATING	PERSONNEL;	MAINTAINING	APPROPRIATE	FUEL‐TO	AIR	RATIO;	AND	PROPER	DESIGN,	FUEL	HANDLISIZING,	AND	COMBUSTION	AIR	AND	FUEL	DISTRIBUTION

DIESEL FIRED ENGINES (>500 HP)	‐	PM/PM10/PM2.5
RBLCID FACILITY_NAME PERMIT_NUM PERMIT_ISSUANCE_DATE PROCESS_NAME PRIMARY_FUEL THROUGHPUT THROUGHPUT_ UNIT CONTROL_METHOD_DESCRIPTION 

DIESEL FIRED ENGINES (>500 HP)	‐	PM/PM10/PM2.5

LA‐0231 LAKE	CHARLES	GASIFICATION	 FACILITY PSD‐LA‐742 06/22/2009	 ACT FILTER	VACUUM	PUMP	 DISCHARGES	(2) GOOD	DESIGN	AND	PROPER	OPERATION 

LA‐0231 LAKE	CHARLES	GASIFICATION	 FACILITY PSD‐LA‐742 06/22/2009	 ACT ASU	MOLECULAR	SIEVE	 REGENERATION	(2) GOOD	DESIGN	AND	PROPER	OPERATION 

LA‐0231 LAKE	CHARLES	GASIFICATION	 FACILITY PSD‐LA‐742 06/22/2009	 ACT FIRE	WATER	DIESEL	PUMPS	(3) DIESEL 575 HP	EACH COMPLY	WITH	40	CFR	60	SUBPART	IIII 

LA‐0231 LAKE	CHARLES	GASIFICATION	 FACILITY PSD‐LA‐742 06/22/2009	 ACT EMERGENCY	DIESEL	POWER	 GENERATOR	ENGINES	(2) DIESEL 1341 HP	EACH COMPLY	WITH	40	CFR	60	SUBPART	IIII 

LA‐0231 LAKE	CHARLES	GASIFICATION	 FACILITY PSD‐LA‐742 06/22/2009	 ACT ROD	MILL	AIR	EDUCTORS	(4) GOOD	DESIGN	AND	PROPER	OPERATION 

LA‐0231 LAKE	CHARLES	GASIFICATION	 FACILITY PSD‐LA‐742 06/22/2009	 ACT ASU	MOLECULAR	SIEVE	 REGENERATION GOOD	DESIGN	AND	PROPER	OPERATION 

LA‐0251 FLOPAM	INC.	FACILITY PSD‐LA‐747(M1) 04/26/2011	 ACT Powder	Plant	Solid	Handling 0 Dust	Collectors 

LA‐0251 FLOPAM	INC.	FACILITY PSD‐LA‐747(M1) 04/26/2011	 ACT Large	Generator	Engines	(17	 units) Diesel 0 

NV‐0047 NELLIS	AIR	FORCE	BASE 114 02/26/2008	 ACT BOILERS/HEATERS	‐	DIESEL	OIL‐ FIRED DIESEL	OIL GOOD	COMBUSTION	PRACTICE 

NV‐0047 NELLIS	AIR	FORCE	BASE 114 02/26/2008	 ACT LARGE	INTERNAL	COMBUSTION	 ENGINES	(>500	HP) DIESEL	OIL TURBOCHARGER	AND	AFTERCOOLER NV‐0047 NELLIS	AIR	FORCE	BASE 114 02/26/2008	 ACT SMALL	INTERNAL	COMBUSTION	 ENGINES	(<=	500	HP) DIESEL	OIL TURBOCHARGER	AND	AFTERCOOLER NV‐0049 HARRAH'S	OPERATING	 COMPANY,	INC. 257 08/20/2009	 ACT LARGE	INTERNAL	COMBUSTION	 ENGINES	(>600	HP)	‐	UNIT	 HA13 DIESEL	OIL 1232 HP THE	UNIT	IS	EQUIPPED	WITH	A	 TURBOCHARGER. 

NV‐0049 HARRAH'S	OPERATING	 COMPANY,	INC. 257 08/20/2009	 ACT SMALL	INTERNAL	COMBUSTION	 ENGINE	(<600	HP)	‐	UNIT	 FL12 DIESEL	OIL 536 HP THE	UNIT	IS	EQUIPPED	WITH	A	 TURBOCHARGER. 

OH‐0317 OHIO	RIVER	CLEAN	FUELS,	LLC 02‐22896 11/20/2008	 ACT COAL	AND	BIOMASS	RECEIVING	 BUILDING

BAGHOUSE	AND	DUST	COLLECTOR.		TOTALLENCLOSED	COAL	AND	BIOMASS	UNLOADINGAND	CONVEYORS	FROM	BUILDING,	INCLUDALL	TRANSFER	POINTS.

OH‐0317 OHIO	RIVER	CLEAN	FUELS,	LLC 02‐22896 11/20/2008	 ACT EMERGENCY	GENERATOR DIESEL	FUEL	OIL 2922 HP GOOD	COMBUSTION	PRACTICES	AND	GOOD

ENGINE	DESIGN 

OH‐0345 DP&L	J.M.	STUART	 GENERATING	STATION P0106503 08/16/2011	 ACT Crusher/screener	with	300	HP	 &	110	HP	diesel	engines diesel 0 use	of	water	spray	nozzles	and	dust	suppress

system,	minimizing	drop	height	into	feeder 

OH‐0345 DP&L	J.M.	STUART	 GENERATING	STATION P0106503 08/16/2011	 ACT Crusher/screener	with	300	HP	 &	110	HP	diesel	engines diesel 0 Tier	III	CARB	Certified	Diesel	Engines 

OH‐0345 DP&L	J.M.	STUART	 GENERATING	STATION P0106503 08/16/2011	 ACT Crusher/screener	with	300	HP	 &	110	HP	diesel	engines diesel 0 Tier	III	CARB	Certified	Diesel	Engines 

OH‐0345 DP&L	J.M.	STUART	 GENERATING	STATION P0106503 08/16/2011	 ACT Crusher/screener	with	300	HP	 &	110	HP	diesel	engines diesel 0 Tier	III	CARB	certified	diesel	engines 

OH‐0345 DP&L	J.M.	STUART	 GENERATING	STATION P0106503 08/16/2011	 ACT Paved	Roadways 0 watering,	use	of	reduced	speed,	good	 housekeeping 

OK‐0091 CARDINAL	FG	CO./	CARDINAL	 GLASS	PLANT 2002‐487‐C	PSD 03/18/2003	 ACT IC	ENGINES,	EMERGENCY	 GENERATORS	(2) DIESEL 2000 KW ENGINE	DESIGN 

OK‐0118 HUGO	GENERATING	STA 97‐058‐C	M‐2	PSD 02/09/2007	 ACT WASTEWATER	(BRINE)	SPRAY	 DRYER GOOD	COMBUSTION	CONTROL 

OK‐0118 HUGO	GENERATING	STA 97‐058‐C	M‐2	PSD 02/09/2007	 ACT EMERGENCY	DIESEL	INTERNAL	 COMBUSTION	ENGINES USE	OF	LOW	SULFUR	NO.2	FUEL	OIL	 COMBINED	WITH	GOOD	COMBUSTION	 PRACTICES	AND	LIMITED	ANNUAL	OPERAT

OK‐0118 HUGO	GENERATING	STA 97‐058‐C	M‐2	PSD 02/09/2007	 ACT MATERIAL	HANDLING FABRIC	FILTER	BAGHOUSE 

OK‐0118 HUGO	GENERATING	STA 97‐058‐C	M‐2	PSD 02/09/2007	 ACT COAL‐FIRED	STEAM	EGU	 BOILER	(HU‐UNIT	2) 750 MW FABRIC	FILTER	BAGHOUSE 

*PA‐0287 WELLING	COMPRESSOR	 STATION 63‐00958 09/27/2011	 ACT JOHN	DEERE	DIESEL	ENGINE	 (197	BHP) Diesel 0 

TX‐0522 VIRDIS	LANDFILL	GAS‐TO‐ ENERGY	FACILITY PSD‐TX972,973;N‐ 32,58,31;44278 09/20/2005	 ACT ENGINES	(4) 

VA‐0276 INGENCO	‐	CHARLES	CITY	 PLANT 51998 06/20/2003	 ACT IC	ENGINES,	(48) FUEL	OIL 550 HP GOOD	COMBUSTION	PRACTICES 
RBLCID FACILITY_NAME PERMIT_NUM PERMIT_ISSUANCE_DATE PROCESS_NAME PRIMARY_FUEL THROUGHPUT THROUGHPUT_ UNIT CONTROL_METHOD_DESCRIPTION 

DIESEL FIRED ENGINES (>500 HP)	‐	PM/PM10/PM2.5

VA‐0276 INGENCO	‐	CHARLES	CITY	 PLANT 51998 06/20/2003	 ACT IC	ENGINES,	(48) FUEL	OIL 550 HP GOOD	COMBUSTION	PRACTICES. 
RBLCID FACILITY_NAME PERMIT_NUM PERMIT_ISSUANCE_DATE PROCESS_NAME PRIMARY_FUEL

THROUGHPUT THROUGHPUT_UNIT CONTROL_METHOD_DES

AR‐0094 JOHN W. TURK JR. POWER PLANT 2123‐AOP‐R0 11/05/2008  ACT FIRE PUMP ENGINE GOOD COMBUSTION 

CA‐0988 PACIFIC BELL 16290 02/01/2003  ACT IC ENGINES DIESEL FUEL 2935 HP 

*FL‐0328 ENI ‐ HOLY CROSS DRILLING PROJECT OCS‐EPA‐R4007 10/27/2011  ACT Main Propulsion Engines Diesel 0

Use of good combustion p

specifications for these en

standards including an eng

Diesel Engines with Turbo

*FL‐0328 ENI ‐ HOLY CROSS DRILLING PROJECT OCS‐EPA‐R4007 10/27/2011  ACT Crane Engines (units 1 and 2) Diesel 0

Use of certified EPA Tier 1 

the current manufacturer

*FL‐0328 ENI ‐ HOLY CROSS DRILLING PROJECT OCS‐EPA‐R4007 10/27/2011  ACT Crane Engines (units 3 and 4) Diesel 0

Use of good combustion p

specifications for this engi

*FL‐0328 ENI ‐ HOLY CROSS DRILLING PROJECT OCS‐EPA‐R4007 10/27/2011  ACT Emergency Engine Diesel 0

Use of good combustion p

specifications for this engi

*FL‐0328 ENI ‐ HOLY CROSS DRILLING PROJECT OCS‐EPA‐R4007 10/27/2011  ACT Emergency Fire Pump Engine Diesel 0

Use of good combustion p

specifications for this engi

GA‐0140 PLANT (PLANT MITCHELL) 4911‐095‐0002‐V‐02‐3 12/03/2010  ACT Engine, Diesel diesel 1050 bhp Use of ultra‐low sulfur die

IA‐0084 ADM POLYMERS PROJECT NUMBER 06‐203 11/30/2006  ACT FIRE PUMP ENGINE DIESEL FUEL 460 HP GOOD COMBUSTION PRA

IA‐0084 ADM POLYMERS PROJECT NUMBER 06‐203 11/30/2006  ACT EMERGENCY GENERATOR DIESEL FUEL 74.3 GAL/H GOOD COMBUSTION PRA

IA‐0095 AMERICAS, INC. PROJECT 08‐126 09/19/2008  ACT EMERGENCY GENERATOR DIESEL 700 KW 

IA‐0095 AMERICAS, INC. PROJECT 08‐126 09/19/2008  ACT FIRE PUMP ENGINE DIESEL 575 HP 

ID‐0018 LANGLEY GULCH POWER PLANT P‐2009.0092 06/25/2010  ACT ENGINE DIESEL 750 KW

,

GOOD COMBUSTION PRA

ID‐0018 LANGLEY GULCH POWER PLANT P‐2009.0092 06/25/2010  ACT FIRE PUMP ENGINE DIESEL 235 KW

,

GOOD COMBUSTION PRA

LA‐0194 SABINE PASS LNG TERMINAL PSD‐LA‐703 11/24/2004  ACT ENGINES 1‐3 DIESEL 660 HP EACH GOOD COMBUSTION PRA

LA‐0194 SABINE PASS LNG TERMINAL PSD‐LA‐703 11/24/2004  ACT ENGINES 1‐2 DIESEL 2220 HP EACH COMPLYING WITH 40 CFR 

LA‐0219 TERMINAL PSD‐LA‐714 08/15/2007  ACT FIREWATER PUMP DIESEL ENGINE DIESEL 660 HP GOOD COMBUSTION PRA

LA‐0219 TERMINAL PSD‐LA‐714 08/15/2007  ACT FIREWATER PUMP DIESEL ENGINE DIESEL 525 HP GOOD COMBUSTION PRA

LA‐0219 TERMINAL PSD‐LA‐714 08/15/2007  ACT NOS. 1 & 2 DIESEL 2168 HP EACH GOOD COMBUSTION PRA

MD‐0040 CPV ST CHARLES CPCN CASE NO. 9129 11/12/2008  ACT EMERGENCY GENERATOR DIESEL MN‐0053 FAIRBAULT ENERGY PARK 13100071‐001 07/15/2004  ACT IC ENGINE, LARGE, FUEL OIL (1) DIESEL 670 HP GOOD COMBUSTION. 

MN‐0054 MANKATO ENERGY CENTER 01300098‐001 12/04/2003  ACT

,

LARGE DIESEL FUEL 1850 HP GOOD COMBUSTION 

NV‐0047 NELLIS AIR FORCE BASE 114 02/26/2008  ACT ENGINES (>500 HP) DIESEL OIL TURBOCHARGER AND AFT

NV‐0047 NELLIS AIR FORCE BASE 114 02/26/2008  ACT ENGINES (<= 500 HP) DIESEL OIL TURBOCHARGER AND AFT

NV‐0049

,

INC. 257 08/20/2009  ACT ENGINES (>600 HP) ‐ UNIT DIESEL OIL 1232 HP THE UNIT IS EQUIPPED WI

NV‐0049

,

INC. 257 08/20/2009  ACT ENGINE (<600 HP) ‐ UNIT FL12 DIESEL OIL 536 HP THE UNIT IS EQUIPPED WI

NV‐0050 MGM MIRAGE 825 11/30/2009  ACT GENERATORS ‐ UNITS CC009 DIESEL OIL 3622 HP TURBOCHARGER AND GONV‐0050 MGM MIRAGE 825 11/30/2009  ACT UNITS LX024 AND LX025 AT DIESEL OIL 2206 HP TURBOCHARGER AND GO

OH‐0254 COUNTY LLC 06‐06792 08/14/2003  ACT GENERATOR DIESEL 600 KW LOW SULFUR FUEL, COMB

OH‐0317 OHIO RIVER CLEAN FUELS, LLC 02‐22896 11/20/2008  ACT EMERGENCY GENERATOR DIESEL FUEL OIL 2922 HP GOOD COMBUSTION PRA

OK‐0090

,

STEPHENS ENERGY 2001‐157‐C M‐1 PSD 03/21/2003  ACT

, ,

DIESEL DIESEL 749 BHP BACT IS GOOD ENGINE DE

OK‐0091

/

PLANT 2002‐487‐C PSD 03/18/2003  ACT

,

GENERATORS (2) DIESEL 2000 KW (<500 H/YR) 

SC‐0113 PYRAMAX CERAMICS, LLC 0160‐0023 02/08/2012  ACT FIRE PUMP DIESEL 500 HP

OPERATION LIMITED TO 1

SC‐0113 PYRAMAX CERAMICS, LLC 0160‐0023 02/08/2012  ACT THRU 8 DIESEL 757 HP PURCHASE ENGINES CERT

TX‐0465 SALT CREEK GAS PLANT P795M2 01/31/2003  ACT HP 3105 HP LEAN COMBUSTION 

TX‐0465 SALT CREEK GAS PLANT P795M2 01/31/2003  ACT COOPER‐BESSEMER ENGINE 2400 HP LEAN COMBUSTION 

TX‐0465 SALT CREEK GAS PLANT P795M2 01/31/2003  ACT CLARK ENGINE (2) 2000 HP LEAN COMBUSTION 

TX‐0465 SALT CREEK GAS PLANT P795M2 01/31/2003  ACT INGERSOLL‐RAND ENGINE 440 HP LEAN COMBUSTION 

TX‐0465 SALT CREEK GAS PLANT P795M2 01/31/2003  ACT HP 1330 HP LEAN COMBUSTION 

TX‐0501 TEXSTAR GAS PROCESS FACILITY PSD‐TX 55M3 AND 6051 07/11/2006  ACT ENGINE STACK WITH CATALYTIC 875 HP 

VA‐0276 INGENCO ‐ CHARLES CITY PLANT 51998 06/20/2003  ACT IC ENGINES, (48) FUEL OIL 550 HP GOOD COMBUSTION PRA

VA‐0285 INGENCO ‐ CHESTER PLANT 52037 01/06/2004  ACT IC ENGINE, DIESEL, (48) OIL 350 KW GOOD COMBUSTION PRA

WI‐0207 ACE ETHANOL ‐ STANLEY 03‐DCF‐184 01/21/2004  ACT

,

SET, B70 1850 BHP LIMITED OPERATION, DES

WI‐0228 WPS ‐ WESTON PLANT 04‐RV‐248 10/19/2004  ACT

(

ENGINE) DIESEL FUEL OIL 460 HP

DIESEL FUEL OIL 

WV‐0023 MAIDSVILLE R14‐0024 03/02/2004  ACT EMERGENCY GENERATOR DIESEL 1801 HP GOOD COMBUSTION PRA

DIESEL FIRED ENGINES (>500 HP) ‐ VOC
RBLCID FACILITY_NAME PERMIT_NUM PERMIT_ISSUANCE_DATE PROCESS_NAME PRIMARY_FUEL THROUGHPUT THROUGHPUT_UNIT CONTROL_MET

*FL‐0328 ENI ‐ HOLY CROSS DRILLING PROJECT OCS‐EPA‐R4007 10/27/2011  ACT Main Propulsion Engines Diesel 0

Use of good co

specifications f

including an en

Turbochargers 

*FL‐0328 ENI ‐ HOLY CROSS DRILLING PROJECT OCS‐EPA‐R4007 10/27/2011  ACT

Crane Engines (units 1 and

2) Diesel 0

Use of certified 

current manufa

*FL‐0328 ENI ‐ HOLY CROSS DRILLING PROJECT OCS‐EPA‐R4007 10/27/2011  ACT

Crane Engines (units 3 and

4) Diesel 0

Use of good co

specifications f

*FL‐0328 ENI ‐ HOLY CROSS DRILLING PROJECT OCS‐EPA‐R4007 10/27/2011  ACT Emergency Engine Diesel 0

Use of good co

specifications f

*FL‐0328 ENI ‐ HOLY CROSS DRILLING PROJECT OCS‐EPA‐R4007 10/27/2011  ACT

Emergency Fire Pump

Engine Diesel 0

Use of good co

specifications f

MD‐0040 CPV ST CHARLES CPCN CASE NO. 9129 11/12/2008  ACT

INTERNAL COMBUSTION

ENGINE ‐ EMERGENCY FIRE

WATER PUMP DIESEL 300 HP 

*MI‐0402 SUMPTER POWER PLANT 81‐11 11/17/2011  ACT

Diesel fuel‐fired combustion

engine (RICE) Diesel 732 HP Good combusti

DIESEL FIRED ENGINES (>500 HP) ‐ GHG
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 

Trinity Consultants 

APPENDIX D: MODELING INPUT PARAMETERS 
25.01 0.701 29.81 65

1 Stack parameters were based on the proposed stack parameters of the main engines, which are the highest em

source on the proposed drillship. Stack gas exit velocity and stack gas temperature were taken as the average oobserved during a stack test conducted on the stacks for the 8 main engines.

BHP Billiton Petroleum Inc.

Drillship Stack Parameters

Stack Height 

(m)

Stack Inside Diameter 

(m)

Stack Gas Exit Velocity

(m/sec)

Stack Gas T

(K

P Billiton Petroleum Inc.

s I Area Modeling Analysis 1 of 13

BHP Class I Modeling Inputs_April 2013 v2.0 - C
Reference latitude: 40 deg

Reference longitude: 97 deg (based on + Western Hemisphere)

Standard parallel #1: 33 degStandard parallel #2: 45 deg

Latitude (deg)

(North)

Longitude (deg)

(West)

LCC Coordinates

X (km)

LC

For Breton NWR 28.50 87.22 963.67 

For St. Marks NWR and 

Bradwell Bay Wilderness 28.27 86.68 1019.87 

Class I Area Distance (km) 2

For Breton NWR 214

For St. Marks NWR 290

For Bradwell Bay Wilderness 292

2 Represents the distance to the closest receptor on each Class I area. Coordinates for receptors on the Class I areas were obtained from the 

Service (NPS) Air Resources Division (ARD) website at - http://www2.nature.nps.gov/air/maps/Receptors/index.htm

BHP Billiton Petroleum Inc.

LCC Reference Parameters ¥

¥ Based on the model design used by Visibility Improvement State and Tribal Association of the Southeast (VISTAS) for Regional Haze Ru

Protocol for the Application of the CALPUFF Model for Analyses of Best Available Retrofit Technology (BART), December 22, 2005, rev2006.

Worksheet for Converting Latitude and Longitude to Lambert Conformal Projection Coordinate

Class I Area

Worst-case MODU Location 1

1 Represents the worst-case MODU location within the 49 lease block drilling area with respect to each Class I area within 300 Km. 

BHP Billiton Petroleum Inc.Class I Area Modeling Analysis Page 2 of 13

BHP Class I Modeling Inputs_April 2013 v2.0
Source Location LCC X LCC Y

BHPB MODU Location 963.67 -1225.88Computational Domain Setup - STEP 1 LCC X LCC YNorthernmost Point -1068.61Southernmost Point -1225.88Westernmost Point 777.71Easternmost Point 963.67Computational Domain Setup - STEP 2 (based on +/- 50 km) LCC X LCC YSW 727.71 -1275.88NW 727.71 -1018.61NE 1013.67 -1018.61SE 1013.67 -1275.88Computational Domain Setup - STEP 3 (rounded w/ 4 km spacing) LCC X LCC YSW 725.995 -1278.0NW 725.995 -1018.0NE 1013.995 -1018.0SE 1013.995 -1278.0Distance Span 288 260Grid Spacing 4 4Number of Cells 72 65VISTAS Domain 2 (Meteorological Domain) SW corner LCC X LCC Y (Fixed)

Meteorological Grid Origin Coordinates 721.995 -1598.0Computational Grid Settings Cells X Cells Y (Enter these grid settings into CALPUSW 1 80NE 73 145Grid Spacing 4 4Number of Cells (Check) 72 65

(Extends domain to 50 km further befor conservatism).

BHP Billiton Petroleum Inc.

Breton NWR - Computational Domain Grid Setup

(Used Max/ Min of Class I area recepcoordinates to ensure the domain inclreceptors).(Domain endpoint coordinates moved the grid point locations of the meteorspacing of 4 Km)

BHP Billiton Petroleum Inc.Class I Area Modeling Analysis Page 3 of 13

BHP Class I Modeling Inputs_April 2013 v2.0
Source Location LCC X LCC Y

BHPB MODU Location 1019.87 -1245.42Computational Domain Setup - STEP 1 LCC X LCC YNorthernmost Point -1001.70Southernmost Point -1245.42Westernmost Point 1019.87Easternmost Point 1256.44Computational Domain Setup - STEP 2 (based on +/- 50 km) LCC X LCC YSW 969.87 -1295.42NW 969.87 -951.70NE 1306.44 -951.70SE 1306.44 -1295.42Computational Domain Setup - STEP 3 (rounded w/ 4 km spacing) LCC X LCC YSW 965.995 -1298.0NW 965.995 -950.0NE 1309.995 -950.0SE 1309.995 -1298.0Distance Span 344 348Grid Spacing 4 4Number of Cells 86 87VISTAS Domain 2 (Meteorological Domain) SW corner LCC X LCC Y (Fixed)

Meteorological Grid Origin Coordinates 721.995 -1598.0Computational Grid Settings Cells X Cells Y (Enter these grid settings into CALPUSW 61 75NE 147 162Grid Spacing 4 4Number of Cells (Check) 86 87

(Domain endpoint coordinates moved the grid point locations of the meteorspacing of 4 Km)

BHP Billiton Petroleum Inc.

St. Marks NWR and Bradwell Bay Wilderness - Computational Domain Grid Setup

(Used Max/ Min of Class I area recepcoordinates to ensure the domain inclreceptors).(Extends domain to 50 km further befor conservatism).

BHP Billiton Petroleum Inc.Class I Area Modeling Analysis Page 4 of 13

BHP Class I Modeling Inputs_April 2013 v2.0-St M
Receptor Id.

Latitude (deg)

(North) 1

Longitude (deg)

(West) 1

LCC Coordinates

X (km)

LCC Coordinates

Y (km)

Elevation 1

(meters)

Height

(meters)

Distance from the 

BHPB MODU (km)

Bret1 29.621 89.004 777.710 -1118.013 0.0 0.0 214.98

Bret2 29.637 88.979 779.971 -1115.939 0.0 0.0 214.08

Bret3 29.646 88.971 780.697 -1114.937 0.0 0.0 213.98

Bret4 29.654 88.963 781.423 -1113.936 0.0 0.0 213.88

Bret5 29.721 88.913 785.607 -1106.067 0.0 0.0 214.62

Bret6 29.762 88.871 789.227 -1101.058 0.0 0.0 214.50

Bret7 29.787 88.863 789.783 -1098.197 0.0 0.0 215.73

Bret8 29.804 88.846 791.229 -1096.193 1.0 0.0 215.76

Bret9 29.812 88.846 791.146 -1095.264 1.0 0.0 216.39

Bret10 29.829 88.838 791.785 -1093.333 1.0 0.0 217.05

Bret11 29.837 88.838 791.701 -1092.404 1.0 0.0 217.69

Bret12 29.854 88.829 792.340 -1090.472 1.0 0.0

Bret13 29.862 88.829 792.256 -1089.543 1.0 0.0 219.02

Bret14 29.871 88.829 792.172 -1088.614 1.0 0.0 219.67

Bret15 29.879 88.829 792.088 -1087.685 1.0 0.0 220.31

Bret16 29.887 88.829 792.005 -1086.756 0.0 0.0 220.96

Bret17 29.896 88.829 791.921 -1085.827 0.0 0.0 221.61

Bret18 29.912 88.829 791.753 -1083.968 0.0 0.0 222.92

Bret19 29.912 88.821 792.559 -1083.896 1.0 0.0 222.35

Bret20 29.921 88.821 792.475 -1082.967 1.0 0.0 223.01

Bret21 29.929 88.829 791.586 -1082.110 0.0 0.0 224.24

Bret22 29.929 88.821 792.391 -1082.038 1.0 0.0 223.67

Bret23 29.937 88.829 791.502 -1081.181 0.0 0.0 224.90

Bret24 29.937 88.821 792.307 -1081.109 1.0 0.0 224.33

Bret25 29.946 88.829 791.418 -1080.252 1.0 0.0 225.56

Bret26 29.954 88.829 791.335 -1079.323 1.0 0.0 226.23

Bret27 29.962 88.838 790.446 -1078.467 0.0 0.0 227.46

Bret28 29.962 88.829 791.251 -1078.394 1.0 0.0 226.89

Bret29 29.971 88.838 790.362 -1077.538 0.0 0.0 228.12

Bret30 29.971 88.829 791.167 -1077.465 1.0 0.0 227.56

Bret31 29.979 88.838 790.279 -1076.609 0.0 0.0 228.79

Bret32 29.987 88.838 790.195 -1075.680 0.0 0.0 229.46

Bret33 29.996 88.838 790.111 -1074.751 1.0 0.0 230.14

Bret34 30.004 88.846 789.223 -1073.894 0.0 0.0 231.37

Bret35 30.012 88.846 789.140 -1072.966 0.0 0.0 232.04

Bret36 30.021 88.854 788.252 -1072.109 0.0 0.0 233.27

Bret37 30.029 88.854 788.168 -1071.180 1.0 0.0 233.95

Bret38 30.037 88.863 787.281 -1070.324 0.0 0.0 235.18

Bret39 30.046 88.871 786.393 -1069.467 0.0 0.0 236.41

Bret40 30.054 88.879 785.506 -1068.610 0.0 0.0 237.65

Breton National Wildlife Refuge - Receptor Information

1

 Lat/ Long coordinates and elevation for receptors on the Class I area were obtained from the National Park Service (NPS) Air Resources Division (ARD) website at -

http://www2.nature.nps.gov/air/maps/Receptors/index.htm

BHP Billiton Petroleum Inc.

BHP Billiton Petroleum Inc.

Class I Area Modeling Analysis Page 5 of 13

BHP Class I Modeling Inputs_April 2013 v2.0-Breton Receptors

5/1/2013
Receptor Id.

Latitude (deg),

(North) 1

Longitude (deg),

(West) 1

LCC Coordinates

X (km)

LCC Coordinates

Y (km)

Elevation 1

(meters)

Height

(meters)

Distance from the 

BHPB MODU (km)

Stm1 29.979 84.454 1212.440 -1028.300 1.0 0.0 290.21

Stm2 29.979 84.438 1214.040 -1028.077 1.0 0.0 291.44

Stm3 29.987 84.454 1212.312 -1027.376 1.0 0.0 290.82

Stm4 29.987 84.446 1213.112 -1027.265 1.0 0.0 291.43

Stm5 29.996 84.454 1212.183 -1026.452 1.0 0.0 291.43

Stm6 29.996 84.446 1212.983 -1026.341 1.0 0.0 292.04

Stm7 30.004 84.471 1210.455 -1025.751 1.0 0.0 290.82

Stm8 30.004 84.463 1211.255 -1025.640 1.0 0.0 291.43

Stm9 30.004 84.454 1212.055 -1025.529 1.0 0.0 292.04

Stm10 30.004 84.446 1212.855 -1025.417 1.0 0.0 292.65

Stm11 30.012 84.463 1211.127 -1024.716 1.0 0.0 292.04

Stm12 30.079 84.179 1237.268 -1013.511 1.0 0.0

Stm13 30.079 84.171 1238.067 -1013.398 1.0 0.0 318.50

Stm14 30.079 84.163 1238.866 -1013.284 1.0 0.0 319.13

Stm15 30.079 84.154 1239.665 -1013.171 0.0 0.0 319.76

Stm16 30.079 83.979 1256.438 -1010.767 1.0 0.0 333.20

Stm17 30.087 84.179 1237.137 -1012.588 0.0 0.0 318.45

Stm18 30.087 84.171 1237.936 -1012.475 1.0 0.0 319.08

Stm19 30.087 84.154 1239.533 -1012.248 1.0 0.0 320.34

Stm20 30.087 84.146 1240.332 -1012.134 1.0 0.0 320.97

Stm21 30.087 83.979 1256.305 -1009.845 1.0 0.0 333.76

Stm22 30.096 84.171 1237.805 -1011.552 1.0 0.0 319.67

Stm23 30.096 84.146 1240.201 -1011.211 1.0 0.0 321.55

Stm24 30.096 84.138 1240.999 -1011.097 1.0 0.0 322.18

Stm25 30.096 84.129 1241.798 -1010.983 1.0 0.0 322.82

Stm26 30.096 84.113 1243.395 -1010.755 1.0 0.0 324.08

Stm27 30.096 84.104 1244.194 -1010.641 1.0 0.0 324.72

Stm28 30.096 84.088 1245.791 -1010.413 0.0 0.0 325.99

Stm29 30.096 84.079 1246.589 -1010.299 0.0 0.0 326.62

Stm30 30.096 83.996 1254.575 -1009.152 1.0 0.0 333.03

Stm31 30.096 83.979 1256.171 -1008.922 1.0 0.0 334.32

Stm32 30.104 84.196 1235.278 -1010.969 0.0 0.0 318.38

Stm33 30.104 84.188 1236.076 -1010.855 1.0 0.0 319.00

Stm34 30.104 84.179 1236.875 -1010.742 1.0 0.0 319.63

Stm35 30.104 84.171 1237.673 -1010.629 1.0 0.0 320.25

Stm36 30.104 84.163 1238.472 -1010.515 1.0 0.0 320.88

Stm37 30.104 84.146 1240.069 -1010.288 1.0 0.0 322.14

Stm38 30.104 84.138 1240.868 -1010.174 1.0 0.0 322.77

Stm39 30.104 84.129 1241.666 -1010.060 1.0 0.0 323.40

Stm40 30.104 84.121 1242.465 -1009.946 1.0 0.0 324.03

Stm41 30.104 84.113 1243.263 -1009.832 1.0 0.0 324.66

Stm42 30.104 84.096 1244.860 -1009.604 1.0 0.0 325.93

Stm43 30.104 84.088 1245.659 -1009.490 1.0 0.0 326.56

Stm44 30.104 84.079 1246.457 -1009.376 1.0 0.0 327.19

Stm45 30.104 84.071 1247.256 -1009.261 1.0 0.0 327.83

BHP Billiton Petroleum Inc.

St. Marks National Wildlife Refuge - Receptor Information

BHP Billiton Petroleum Inc.

Class I Area Modeling Analysis Page 6 of 13

BHP Class I Modeling Inputs_April 2013 v2.0-St. Marks Receptors

5/1/2013
Receptor Id.

Latitude (deg),

(North) 1

Longitude (deg),

(West) 1

LCC Coordinates

X (km)

LCC Coordinates

Y (km)

Elevation 1

(meters)

Height

(meters)

Distance from the 

BHPB MODU (km)

BHP Billiton Petroleum Inc.

St. Marks National Wildlife Refuge - Receptor Information

Stm46 30.104 84.063 1248.054 -1009.147 1.0 0.0 328.47

Stm47 30.104 84.054 1248.853 -1009.032 0.0 0.0 329.11

Stm48 30.104 84.046 1249.651 -1008.918 0.0 0.0 329.74

Stm49 30.104 84.038 1250.450 -1008.803 0.0 0.0 330.38

Stm50 30.104 84.029 1251.248 -1008.689 0.0 0.0 331.02

Stm51 30.104 84.021 1252.046 -1008.574 0.0 0.0 331.66

Stm52 30.104 84.013 1252.845 -1008.459 1.0 0.0 332.30

Stm53 30.104 84.004 1253.643 -1008.344 1.0 0.0 332.95

Stm54 30.104 83.996 1254.442 -1008.229 1.0 0.0 333.59

Stm55 30.104 83.988 1255.240 -1008.114 1.0 0.0 334.23

Stm56 30.112 84.196 1235.147 -1010.046 1.0 0.0 318.97

Stm57 30.112 84.188 1235.945 -1009.932 1.0 0.0 319.59

Stm58 30.112 84.179 1236.744 -1009.819 1.0 0.0 320.22

Stm59 30.112 84.171 1237.542 -1009.705 1.0 0.0 320.84

Stm60 30.112 84.163 1238.341 -1009.592 1.0 0.0 321.47

Stm61 30.112 84.138 1240.736 -1009.251 1.0 0.0 323.35

Stm62 30.112 84.129 1241.535 -1009.137 2.0 0.0 323.98

Stm63 30.112 84.063 1247.922 -1008.224 2.0 0.0 329.04

Stm64 30.112 84.054 1248.720 -1008.110 1.0 0.0 329.68

Stm65 30.112 84.046 1249.519 -1007.995 1.0 0.0 330.31

Stm66 30.112 84.038 1250.317 -1007.880 1.0 0.0 330.95

Stm67 30.112 84.029 1251.115 -1007.766 1.0 0.0 331.59

Stm68 30.112 84.021 1251.914 -1007.651 1.0 0.0 332.23

Stm69 30.112 84.013 1252.712 -1007.536 1.0 0.0 332.87

Stm70 30.112 84.004 1253.510 -1007.421 1.0 0.0 333.51

Stm71 30.112 83.996 1254.309 -1007.306 1.0 0.0 334.15

Stm72 30.112 83.988 1255.107 -1007.191 1.0 0.0 334.79

Stm73 30.121 84.196 1235.016 -1009.122 1.0 0.0 319.57

Stm74 30.121 84.188 1235.814 -1009.009 2.0 0.0 320.19

Stm75 30.121 84.179 1236.613 -1008.896 3.0 0.0 320.81

Stm76 30.121 84.171 1237.411 -1008.782 2.0 0.0 321.43

Stm77 30.121 84.163 1238.209 -1008.669 1.0 0.0 322.06

Stm78 30.121 84.154 1239.008 -1008.555 1.0 0.0 322.68

Stm79 30.121 84.021 1251.781 -1006.728 2.0 0.0 332.80

Stm80 30.121 84.013 1252.579 -1006.613 3.0 0.0 333.44

Stm81 30.121 84.004 1253.377 -1006.498 3.0 0.0 334.08

Stm82 30.121 83.996 1254.176 -1006.383 2.0 0.0 334.72

Stm83 30.121 83.988 1254.974 -1006.268 2.0 0.0 335.36

Stm84 30.121 83.979 1255.772 -1006.153 3.0 0.0 336.00

Stm85 30.129 84.204 1234.086 -1008.313 1.0 0.0 319.54

Stm86 30.129 84.196 1234.885 -1008.199 1.0 0.0 320.16

Stm87 30.129 84.188 1235.683 -1008.086 2.0 0.0 320.78

Stm88 30.129 84.179 1236.481 -1007.973 2.0 0.0 321.40

Stm89 30.129 84.013 1252.446 -1005.690 3.0 0.0 334.01

Stm90 30.129 84.004 1253.245 -1005.576 2.0 0.0 334.64

BHP Billiton Petroleum Inc.

Class I Area Modeling Analysis Page 7 of 13

BHP Class I Modeling Inputs_April 2013 v2.0-St. Marks Receptors

5/1/2013
Receptor Id.

Latitude (deg),

(North) 1

Longitude (deg),

(West) 1

LCC Coordinates

X (km)

LCC Coordinates

Y (km)

Elevation 1

(meters)

Height

(meters)

Distance from the 

BHPB MODU (km)

BHP Billiton Petroleum Inc.

St. Marks National Wildlife Refuge - Receptor Information

Stm91 30.129 83.996 1254.043 -1005.461 3.0 0.0 335.28

Stm92 30.129 83.988 1254.841 -1005.346 3.0 0.0 335.92

Stm93 30.129 83.979 1255.639 -1005.230 3.0 0.0 336.56

Stm94 30.137 84.204 1233.955 -1007.389 1.0 0.0 320.14

Stm95 30.137 84.196 1234.754 -1007.276 1.0 0.0 320.76

Stm96 30.137 83.996 1253.910 -1004.538 3.0 0.0 335.85

Stm97 30.137 83.988 1254.708 -1004.423 3.0 0.0 336.49

Stm98 30.137 83.979 1255.506 -1004.308 3.0 0.0 337.13

Stm99 30.146 84.204 1233.825 -1006.466 1.0 0.0 320.74

Stm100 30.146 84.196 1234.623 -1006.353 1.0 0.0 321.36

Stm101 30.154 84.196 1234.492 -1005.430 1.0 0.0 321.96

1

 Lat/ Long coordinates and elevation for receptors on the Class I area were obtained from the National Park Service (NPS) Air Resources Division (ARD) website at - 

http://www2.nature.nps.gov/air/maps/Receptors/index.htm

BHP Billiton Petroleum Inc.

Class I Area Modeling Analysis Page 8 of 13

BHP Class I Modeling Inputs_April 2013 v2.0-St. Marks Receptors

5/1/2013
Receptor Id.

Latitude (deg),

(North) 1

Longitude (deg),

(West) 1

LCC Coordinates

X (km)

LCC Coordinates

Y (km)

Elevation 1

(meters)

Height

(meters)

Distance from the 

BHPB MODU (km)

Bbay1 30.113 84.571 1199.202 -1015.068 14.0 0.0 291.92

Bbay2 30.121 84.579 1198.276 -1014.254 14.0 0.0 292.00

Bbay3 30.121 84.571 1199.075 -1014.145 15.0 0.0 292.58

Bbay4 30.121 84.563 1199.873 -1014.035 14.0 0.0 293.15

Bbay5 30.121 84.546 1201.471 -1013.814 15.0 0.0 294.31

Bbay6 30.129 84.596 1196.551 -1013.550 16.0 0.0 291.51

Bbay7 30.129 84.588 1197.350 -1013.441 15.0 0.0 292.08

Bbay8 30.129 84.579 1198.149 -1013.331 15.0 0.0 292.65

Bbay9 30.129 84.571 1198.947 -1013.221 15.0 0.0 293.23

Bbay10 30.129 84.563 1199.746 -1013.111 15.0 0.0 293.80

Bbay11 30.129 84.554 1200.545 -1013.001 17.0 0.0 294.38

Bbay12 30.129 84.546 1201.344 -1012.891 16.0 0.0

Bbay13 30.138 84.604 1195.625 -1012.736 18.0 0.0 291.60

Bbay14 30.138 84.596 1196.424 -1012.627 17.0 0.0 292.17

Bbay15 30.138 84.588 1197.223 -1012.517 17.0 0.0 292.74

Bbay16 30.138 84.579 1198.022 -1012.407 17.0 0.0 293.31

Bbay17 30.138 84.571 1198.820 -1012.297 17.0 0.0 293.88

Bbay18 30.138 84.563 1199.619 -1012.187 17.0 0.0 294.46

Bbay19 30.138 84.554 1200.418 -1012.077 18.0 0.0 295.03

Bbay20 30.138 84.546 1201.217 -1011.967 17.0 0.0 295.61

Bbay21 30.146 84.604 1195.498 -1011.813 17.0 0.0 292.26

Bbay22 30.146 84.596 1196.297 -1011.703 17.0 0.0 292.83

Bbay23 30.146 84.588 1197.096 -1011.593 18.0 0.0 293.40

Bbay24 30.146 84.579 1197.895 -1011.484 18.0 0.0 293.97

Bbay25 30.146 84.571 1198.693 -1011.374 17.0 0.0 294.54

Bbay26 30.146 84.563 1199.492 -1011.264 17.0 0.0 295.11

Bbay27 30.146 84.554 1200.291 -1011.154 15.0 0.0 295.69

Bbay28 30.154 84.613 1194.573 -1010.999 18.0 0.0 292.36

Bbay29 30.154 84.604 1195.372 -1010.889 17.0 0.0 292.92

Bbay30 30.154 84.596 1196.170 -1010.780 17.0 0.0 293.49

Bbay31 30.154 84.588 1196.969 -1010.670 17.0 0.0 294.06

Bbay32 30.154 84.579 1197.768 -1010.560 17.0 0.0 294.63

Bbay33 30.154 84.571 1198.566 -1010.450 18.0 0.0 295.20

Bbay34 30.154 84.563 1199.365 -1010.340 16.0 0.0 295.77

Bbay35 30.154 84.554 1200.163 -1010.230 15.0 0.0 296.34

Bbay36 30.154 84.546 1200.962 -1010.120 15.0 0.0 296.91

Bbay37 30.154 84.538 1201.760 -1010.010 15.0 0.0 297.49

Bbay38 30.154 84.529 1202.559 -1009.900 14.0 0.0 298.07

Bbay39 30.163 84.604 1195.245 -1009.966 17.0 0.0 293.59

Bbay40 30.163 84.596 1196.043 -1009.856 17.0 0.0 294.15

Bbay41 30.163 84.588 1196.842 -1009.746 18.0 0.0 294.72

Bbay42 30.163 84.579 1197.641 -1009.636 17.0 0.0 295.29

Bbay43 30.163 84.571 1198.439 -1009.527 17.0 0.0 295.86

Bbay44 30.163 84.563 1199.238 -1009.417 17.0 0.0 296.43

Bbay45 30.163 84.554 1200.036 -1009.307 17.0 0.0 297.00

Bbay46 30.163 84.546 1200.834 -1009.197 16.0 0.0 297.57

Bbay47 30.163 84.538 1201.633 -1009.086 15.0 0.0 298.14

Bbay48 30.163 84.529 1202.431 -1008.976 15.0 0.0 298.72

Bbay49 30.163 84.521 1203.230 -1008.866 12.0 0.0 299.29

Bbay50 30.171 84.613 1194.320 -1009.152 17.0 0.0 293.69

Bbay51 30.171 84.604 1195.118 -1009.042 18.0 0.0 294.25

Bbay52 30.171 84.596 1195.917 -1008.932 17.0 0.0 294.82

BHP Billiton Petroleum Inc.

Bradwell Bay Wilderness - Receptor Information

BHP Billiton Petroleum Inc.

Class I Area Modeling Analysis Page 9 of 13

BHP Class I Modeling Inputs_April 2013 v2.0-Bradwell Bay Receptors

5/1/2013
Receptor Id.

Latitude (deg),

(North) 1

Longitude (deg),

(West) 1

LCC Coordinates

X (km)

LCC Coordinates

Y (km)

Elevation 1

(meters)

Height

(meters)

Distance from the 

BHPB MODU (km)

BHP Billiton Petroleum Inc.

Bradwell Bay Wilderness - Receptor Information

Bbay53 30.171 84.588 1196.715 -1008.823 18.0 0.0 295.38

Bbay54 30.171 84.579 1197.513 -1008.713 17.0 0.0 295.95

Bbay55 30.171 84.571 1198.312 -1008.603 17.0 0.0 296.52

Bbay56 30.171 84.563 1199.110 -1008.493 17.0 0.0 297.08

Bbay57 30.171 84.554 1199.909 -1008.383 18.0 0.0 297.65

Bbay58 30.171 84.546 1200.707 -1008.273 17.0 0.0 298.23

Bbay59 30.171 84.538 1201.505 -1008.163 17.0 0.0 298.80

Bbay60 30.171 84.529 1202.304 -1008.053 15.0 0.0 299.37

Bbay61 30.171 84.521 1203.102 -1007.942 14.0 0.0 299.95

Bbay62 30.171 84.513 1203.901 -1007.832 14.0 0.0 300.52

Bbay63 30.171 84.504 1204.699 -1007.722 12.0 0.0 301.10

Bbay64 30.179 84.621 1193.395 -1008.337 17.0 0.0 293.80

Bbay65 30.179 84.613 1194.193 -1008.228 17.0 0.0 294.36

Bbay66 30.179 84.604 1194.991 -1008.118 17.0 0.0 294.92

Bbay67 30.179 84.596 1195.790 -1008.009 18.0 0.0 295.48

Bbay68 30.179 84.588 1196.588 -1007.899 17.0 0.0 296.05

Bbay69 30.179 84.579 1197.386 -1007.789 17.0 0.0 296.61

Bbay70 30.179 84.571 1198.185 -1007.680 18.0 0.0 297.18

Bbay71 30.179 84.563 1198.983 -1007.570 17.0 0.0 297.74

Bbay72 30.179 84.554 1199.781 -1007.460 17.0 0.0 298.31

Bbay73 30.179 84.546 1200.580 -1007.350 17.0 0.0 298.88

Bbay74 30.179 84.538 1201.378 -1007.239 17.0 0.0 299.45

Bbay75 30.179 84.529 1202.176 -1007.129 17.0 0.0 300.03

Bbay76 30.179 84.521 1202.975 -1007.019 15.0 0.0 300.60

Bbay77 30.179 84.513 1203.773 -1006.909 14.0 0.0 301.17

Bbay78 30.179 84.504 1204.571 -1006.798 12.0 0.0 301.75

Bbay79 30.188 84.621 1193.268 -1007.414 15.0 0.0 294.47

Bbay80 30.188 84.613 1194.066 -1007.304 16.0 0.0 295.03

Bbay81 30.188 84.604 1194.865 -1007.195 18.0 0.0 295.59

Bbay82 30.188 84.596 1195.663 -1007.085 17.0 0.0 296.15

Bbay83 30.188 84.588 1196.461 -1006.976 17.0 0.0 296.71

Bbay84 30.188 84.579 1197.259 -1006.866 18.0 0.0 297.28

Bbay85 30.188 84.571 1198.058 -1006.756 17.0 0.0 297.84

Bbay86 30.188 84.563 1198.856 -1006.646 17.0 0.0 298.41

Bbay87 30.188 84.554 1199.654 -1006.536 17.0 0.0 298.97

Bbay88 30.188 84.546 1200.452 -1006.426 17.0 0.0 299.54

Bbay89 30.188 84.538 1201.251 -1006.316 17.0 0.0 300.11

Bbay90 30.188 84.529 1202.049 -1006.206 17.0 0.0 300.68

Bbay91 30.188 84.521 1202.847 -1006.096 16.0 0.0 301.25

Bbay92 30.188 84.513 1203.645 -1005.985 15.0 0.0 301.83

Bbay93 30.188 84.504 1204.443 -1005.875 14.0 0.0 302.40

Bbay94 30.196 84.621 1193.141 -1006.490 21.0 0.0 295.14

Bbay95 30.196 84.613 1193.940 -1006.381 18.0 0.0 295.70

Bbay96 30.196 84.604 1194.738 -1006.271 16.0 0.0 296.26

Bbay97 30.196 84.596 1195.536 -1006.162 17.0 0.0 296.82

Bbay98 30.196 84.588 1196.334 -1006.052 18.0 0.0 297.38

Bbay99 30.196 84.579 1197.132 -1005.942 17.0 0.0 297.94

Bbay100 30.196 84.571 1197.931 -1005.833 17.0 0.0 298.51

Bbay101 30.196 84.563 1198.729 -1005.723 18.0 0.0 299.07

Bbay102 30.196 84.554 1199.527 -1005.613 17.0 0.0 299.64

Bbay103 30.196 84.546 1200.325 -1005.503 17.0 0.0 300.20

Bbay104 30.196 84.538 1201.123 -1005.393 17.0 0.0 300.77

BHP Billiton Petroleum Inc.

Class I Area Modeling Analysis Page 10 of 13

BHP Class I Modeling Inputs_April 2013 v2.0-Bradwell Bay Receptors

5/1/2013
Receptor Id.

Latitude (deg),

(North) 1

Longitude (deg),

(West) 1

LCC Coordinates

X (km)

LCC Coordinates

Y (km)

Elevation 1

(meters)

Height

(meters)

Distance from the 

BHPB MODU (km)

BHP Billiton Petroleum Inc.

Bradwell Bay Wilderness - Receptor Information

Bbay105 30.196 84.529 1201.921 -1005.282 16.0 0.0 301.34

Bbay106 30.196 84.521 1202.719 -1005.172 15.0 0.0 301.91

Bbay107 30.196 84.513 1203.517 -1005.062 14.0 0.0 302.48

Bbay108 30.204 84.613 1193.813 -1005.457 23.0 0.0 296.37

Bbay109 30.204 84.604 1194.611 -1005.348 22.0 0.0 296.93

Bbay110 30.204 84.596 1195.409 -1005.238 19.0 0.0 297.49

Bbay111 30.204 84.588 1196.207 -1005.129 17.0 0.0 298.05

Bbay112 30.204 84.579 1197.005 -1005.019 17.0 0.0 298.61

Bbay113 30.204 84.571 1197.804 -1004.909 17.0 0.0 299.17

Bbay114 30.204 84.563 1198.602 -1004.799 17.0 0.0 299.74

Bbay115 30.204 84.554 1199.400 -1004.689 17.0 0.0 300.30

Bbay116 30.204 84.546 1200.198 -1004.579 17.0 0.0 300.87

Bbay117 30.204 84.538 1200.996 -1004.469 16.0 0.0 301.43

Bbay118 30.204 84.529 1201.794 -1004.359 15.0 0.0 302.00

Bbay119 30.204 84.521 1202.592 -1004.249 15.0 0.0 302.57

Bbay120 30.213 84.588 1196.080 -1004.205 22.0 0.0 298.72

Bbay121 30.213 84.579 1196.878 -1004.096 21.0 0.0 299.28

Bbay122 30.213 84.571 1197.676 -1003.986 19.0 0.0 299.84

Bbay123 30.213 84.563 1198.474 -1003.876 18.0 0.0 300.40

Bbay124 30.213 84.554 1199.272 -1003.766 18.0 0.0 300.96

Bbay125 30.213 84.546 1200.070 -1003.656 17.0 0.0 301.53

Bbay126 30.213 84.538 1200.868 -1003.546 15.0 0.0 302.09

Bbay127 30.213 84.529 1201.666 -1003.436 15.0 0.0 302.66

Bbay128 30.221 84.563 1198.347 -1002.952 22.0 0.0 301.07

Bbay129 30.221 84.554 1199.145 -1002.843 19.0 0.0 301.63

Bbay130 30.221 84.546 1199.943 -1002.733 17.0 0.0 302.19

Bbay131 30.221 84.538 1200.741 -1002.622 15.0 0.0 302.76

Bbay132 30.229 84.538 1200.613 -1001.699 15.0 0.0 303.42

1

 Lat/ Long coordinates and elevation for receptors on the Class I area were obtained from the National Park Service (NPS) Air Resources Division (ARD) website at - 

http://www2.nature.nps.gov/air/maps/Receptors/index.htm

BHP Billiton Petroleum Inc.

Class I Area Modeling Analysis Page 11 of 13

BHP Class I Modeling Inputs_April 2013 v2.0-Bradwell Bay Receptors

5/1/2013
Emissions Speciation

 Percentage 

(% of Total PM10) 

 Actual Emissions 

(Max. lb/hr) Reference

Total PM10 (TPM10) 100% 38.62 1

Condensable portion of TPM10 (CPM) 13.4% 5.19 2

Organic portion of CPM (SOA) 13.4% 5.19 3

Inorganic portion of CPM 0.0% 0.00 3

Filterable portion of TPM10 (FPM10) 86.6% 33.43 2

Coarse Filterable (PMC) 3.0% 1.15 4

Fine Filterable (PMF) 83.6% 32.28 2

Elemental Carbon (EC) 0.0% 0.00 5

5. Elemental Carbon has been assumed to be 0% due to lack of representative data or emission factors.

BHP Billiton Petroleum Inc.

Particulate Emissions Speciation

1. Total PM10 (TPM10) emissions from the MODU was calculated as the sum total of TPM10 emissions from all 

emission sources on the MODU, which primarily comprise of diesel-fired engines. TPM10 emissions for the 

individual emission sources on the MODU were calculated as the sum of filterable PM10 (FPM10) emissions and 

condensable particulate emissions (CPM).

2. AP-42, Table 3.4-2 Particulate and Particle-sizing Emission Factors for Large Uncontrolled Stationary Diesel 

Engines was used to speciate TPM10 into FPM10 and CPM. Filterable particulate < 3 um was used as a surrogate 

for PMF/ Filterable PM2.5. 

3. No representative data or emission factors were available for determining inorganic (SO4 and NO3) condensable 

emissions. Per AP-42, Table 3.4-1 Gaseous Emission Factors for Large Stationary Diesel and All Stationary DualFuel Engines, footnote d, all sulfur in the fuel is assumed to be converted to SO2. Therefore, inorganic condensable 

emissions from the MODU were assumed to be zero. Based on guidance provided in Procedure for Speciation of 

Emissions for VISTAS BART Modeling, July 18, 2006, 100% of non-H2SO4 condensable mass was assumed to be 

organic condensables (SOA).

4. The percentage of Coarse filterable (PMC) in TPM10 was calculated as the difference between the percentages of 

FPM10 and Fine Filterable (PMF).

BHP Billiton Petroleum Inc.

Class I Area Modeling Analysis Page 12 of 13

BHP Class I Modeling Inputs_April 2013 v2.0-PM Speciation (Engine #3)

5/1/2013
Species

Dry Deposition Phase 

(Gas/ Particle)1

Wet Deposition 

Modeled? (Yes/ No)2

Geometric Mass 

Mean Diameter 3 

(microns)

Geometric Standard 

Deviation 3 

(microns)

SO2 Gas Yes N/A N/A

SO4 Particle Yes 0.48 2.0

NOx Gas No N/A N/A

HNO3 Gas Yes N/A N/A

NO3 Particle Yes 0.48 2.0

SOA Particle Yes 0.48 2.0

PMC Particle Yes 6.5 0.0

PMF Particle Yes 1.75 0.0

BHP Billiton Petroleum Inc.

Deposition Analysis - Input Parameters

2 Both wet and dry fluxes have been estimated for all pollutant species except NOx, in accordance with the FLAG Phase I 

report. Both dry and wet deposition were disabled for NOX and PM10 Significance Analysis.

3

 The average particle diameter for each speciated particulate (PM) category has been taken as the geometric mass mean 

diameter for that category. Geometric standard deviation has been assumed to be zero for all PM categories. Default 

CALPUFF values have been used for SOA, SO4, and NO3 particles.

1 Gas phase deposition has been analyzed for SO2, NOx, and HNO3, and particle phase deposition for SO4, NO3, and PM 

categories, in accordance with the U.S. Forest Service – Air Quality Program, National Park Service – Air Resources 

Division, U.S. Fish and Wildlife Service – Air Quality Branch, Phase I Report of the Federal Land Managers’ Air Quality 

Related Values Workgroup (FLAG), December 2000. (FLAG Phase I report).

BHP Billiton Petroleum Inc.

Class I Area Modeling Analysis Page 13 of 13

BHP Class I Modeling Inputs_April 2013 v2.0-Deposition

5/1/2013
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 

Trinity Consultants 

APPENDIX E: MODEL FILES ON DVD 
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 

Trinity Consultants 

LIST OF CLASS I PSD INCREMENT MODELING FILES ON DVD 

The DVD included with this appendix contains all of the input and output data files used to generate the 

results from the Class I PSD Increment analysis presented in this report. The following section provides 

a description of the contents of each folder included in the attached DVD. 

Breton NWR Files 

1. CALPUFF Input and Output Files 

BHPBret01vJ.cpi – Input file for year 2001. 

bhpbret01vj.cpl – Output file for year 2001. 

BHPBret02vE.cpi – Input file for year 2002. 

bhpbret02ve.lst – Output file for year 2002. 

BHPBret03vE.cpi – Input file for year 2003. 

bhpbret03ve.lst – Output file for year 2003. 

2. POSTUTIL Input and Output Files 

Bret1pmJ.inp – Input file for 2001 to combine speciated PM components into PM10. 

bret1pmj.lst – Output file for 2001 to combine speciated PM components into PM10. 

Bret2pmE.inp – Input file for 2002 to combine speciated PM components into PM10. 

bret2pme.lst – Output file for 2002 to combine speciated PM components into PM10. 

Bret3pmE.inp – Input file for 2003 to combine speciated PM components into PM10. 

bret3pme.lst – Output file for 2003 to combine speciated PM components into PM10. 

3. CALPOST Input and Output File 

Bret1PMJ.inp – Input file for 2001 to calculate PM10 concentration. 

BRET1PMJ.lst – Output file for 2001 to calculate PM10 concentration. 

Bret2PME.inp – Input file for 2002 to calculate PM10 concentration. 

BRET2PME.lst – Output file for 2002 to calculate PM10 concentration. 

Bret3PME.inp – Input file for 2003 to calculate PM10 concentration. 

BRET3PME.lst – Output file for 2003 to calculate PM10 concentration. 

Bret1PMFJ.inp – Input file for 2001 to calculate PM2.5 concentration. 

BRET1PMFJ.lst – Output file for 2001 to calculate PM2.5 concentration. 

Bret2PMFE.inp – Input file for 2002 to calculate PM2.5 concentration. 

BRET2PMFE.lst – Output file for 2002 to calculate PM2.5 concentration. 

Bret3PMFE.inp – Input file for 2003 to calculate PM2.5 concentration. 

BRET3PMFE.lst – Output file for 2003 to calculate PM2.5 concentration. 

St. Marks NWR and Bradwell bay Wilderness Files 

1. CALPUFF Input and Output Files 

BHPStmBbay01vE.cpi – Input file for year 2001. 

bhpstmbbay01ve.cpl – Output file for year 2001. 

BHPStmBbay02vC.cpi – Input file for year 2002. 

bhpstmbbay02vc.cpl – Output file for year 2002. 
BHP Billiton Petroleum, Inc.| OCS-EPA-R4008-M1 – Modification Application 

Trinity Consultants 

BHPStmBbay03vC.cpi – Input file for year 2003. 

bhpstmbbay03vc.cpl – Output file for year 2003. 

2. POSTUTIL Input and Output Files 

StmBbay1pmE.inp – Input file for 2001 to combine speciated PM components into PM10. 

stmbbay1pme.lst – Output file for 2001 to combine speciated PM components into PM10. 

StmBbay2pmC.inp – Input file for 2002 to combine speciated PM components into PM10. 

stmbbay2pmc.lst – Output file for 2002 to combine speciated PM components into PM10. 

StmBbay3pmC.inp – Input file for 2003 to combine speciated PM components into PM10. 

stmbbay3pmc.lst – Output file for 2003 to combine speciated PM components into PM10. 

3. CALPOST Input and Output Files 

StmBbay1PME.inp – Input file for 2001 to calculate PM10 concentration. 

STMBBAY1PME.lst – Output file for 2001 to calculate PM10 concentration. 

StmBbay2PMC.inp – Input file for 2002 to calculate PM10 concentration. 

STMBBAY2PMC.lst – Output file for 2002 to calculate PM10 concentration. 

StmBbay3PMC.inp – Input file for 2003 to calculate PM10 concentration. 

STMBBAY3PMC.lst – Output file for 2003 to calculate PM10 concentration. 

StmBbay1PMFE.inp – Input file for 2001 to calculate PM2.5 concentration. 

STMBBAY1PMFE.lst – Output file for 2001 to calculate PM2.5 concentration. 

StmBbay2PMFC.inp – Input file for 2002 to calculate PM2.5 concentration. 

STMBBAY2PMFC.lst – Output file for 2002 to calculate PM2.5 concentration. 

StmBbay3PMFC.inp – Input file for 2003 to calculate PM2.5 concentration. 

STMBBAY3PMFC.lst – Output file for 2003 to calculate PM2.5 concentration. 

OZONE Files 

ozone_2001_sum156_v2.csv - Hourly ozone data for 2001 from station SUM156. 

ozone_2002_sum156_v2.csv - Hourly ozone data for 2002 from station SUM156. 

ozone_2003_sum156_v2.csv - Hourly ozone data for 2003 from station SUM156.