VI-1

Appendix VI

2025 Projection Emissions Inventory

1.0 Projection Emissions Inventory Introduction

In order to determine future inventory trends it is necessary to first grow the base inventory to 

the year of interest and then account for the reductions achieved from any control measures, 

Federal or State, which were applicable prior to or in that year. The starting inventory for the 

projections is the 2007 emission inventories for emissions in tons per year for fine particulate 

matter (PM2.5), oxides of nitrogen (NOx), and sulfur dioxide (SO2). The projected emission 

inventories are “grown” from the 2007 actual emission inventory and then “controlled”.

In order to project future year emissions, it is necessary to determine appropriate growth factors 

and the applicable control efficiencies. The projected emission inventories for 2007 were 

calculated by first estimating growth in each source category, in each of the inventory sectors 

(point, area, nonroad, onroad). As appropriate, the 2007 actual emission inventories were used 

as the base for applying factors to account for inventory growth. The United States 

Environmental Protection Agency (USEPA) preferred approach for projecting emissions growth 

incorporates locality-specific estimates 1 such as population, employment, historical averaging 

or other category specific activity such as fuel consumption, product output, vehicle miles 

traveled, equipment populations.

Annual growth rates were evaluated for each of the emission categories, in each of the four 

emission sectors (point, area, nonroad, onroad). In three of the emission sectors (point, area,

MAR(nonroad marine, air and rail)) growth factors were calculated for a specific range of years 

and used in spreadsheets or databases to calculate future year emissions. Nonroad equipment

growth was projected utilizing the USEPA National NONROAD Emissions Model and other 

Federal and state specific data. Onroad growth was projected using travel demand models.

Once the emission inventories are grown, the next step is to determine which control measures 

within each of the various emission sectors would be in place during or prior to that year, and 

includes the emission reduction benefits from those control measures at that time. The 

combined effect of growth and controls represents the inventory projection. Post-2007 control 

measure benefits (including benefits from pre-2007 and post-2007 rules) were applied to each 

emission sector as appropriate. 

The 2025 projection emissions inventory was prepared with the support of the Mid-Atlantic 

Regional Air Management Association (MARAMA) and its contractors, AMEC Environment and 

Infrastructure and SRA International, Inc. A copy of the Technical Support Document2

prepared by AMEC and SRA for MARAMA is included as Attachment 1 to this appendix.

 1 Economic Growth Analysis System Version 4.0 Reference Manual, E.H. Pechan & Associates, Inc., January 26, 

2001.

2 AMEC and SRA for MARAMA. Technical Support Document for the Development of the 2025 Emission Inventory 

for PM Nonattainment Counties in the MANE-VU Region Version 3.3, Rev.1. AMEC Environment and Infrastructure 

and SRA International, Inc for Mid-Atlantic Regional Air Management Association (MARAMA), January 23, 2012.
VI-2

2.0 Point Sources

2.1 Growth

Estimated growth factors were applied to the base inventory at the source classification codes 

(SCC) and equipment unit level. SCCs are the USEPA’s primary identifying emission element 

codes. For point sources they are made up of 8-digits which contain 4 levels of the description. 

The first level uses the first digit and provides the most general information on the category of 

the emissions. There are five major categories, which split the major industries into groups. 

The categories are external combustion boilers, internal combustion sources, manufacturing 

processes, petroleum and solvent evaporation, and waste disposal. The second level of 

description is associated with the first 3-digits of the code and subdivides them into the above 

mentioned industry groups. The third level of description includes the first six digits and 

identifies a specific industry or emission source category. The fourth level of description is 

associated with the full eight-digit code. The last 2 digits specify the particular emitting process.

Growth was estimated in the point source sector by using actual estimated data submitted to the 

NJDEP through the Emission Statement Program, the USDOE’s Annual Energy Outlook 

Projections, and employment projections from the New Jersey Department of Labor. 

Specifically, the EGU sector growth was based on the AEO2011, and the non-EGU growth was 

based on New Jersey Department of Labor’s employment projections and actual estimated data 

submitted to the NJDEP through the Emission Statement Program. Estimated negative growth 

predictions based on this data was assumed to be no growth in order to be conservative and to 

account for the NJDEP’s offset emission credit banking program. Existing facility shutdowns or 

anticipated facility shutdowns were also left in the inventory to account for NJDEP’s offset 

emission credit banking program.

The growth factors are shown in the point source emission inventory by unit in Appendix V, 

Attachment 4. 

2.2 Controls

New Jersey and the USEPA have implemented control measures that reduce point source 

emissions of air pollutants. In developing the 2025 projection inventory, control efficiency 

factors for post-2007 rules were applied to the 2025 grown, uncontrolled emissions inventory in 

order to estimate the projected 2025 emissions inventory. The equation that was used to 

project emissions in a future year, y, incorporating growth and the application of new control 

measures between year x and year y is:

E y = E x * GFx-y * [1 - (CE * RE * RP)x-y]

where: Ey = Controlled emissions in year y 

Ex = Controlled emissions in year x 

GFx-y = Growth factor used to grow emissions from year x to

year y

CE = Control efficiency factor for a control

measure implemented between years X and Y

RE = Rule Effectiveness Factor

RP = Rule Penetration Factor

CF=Control Factor = [1 - (CE * RE * RP)x-y]
VI-3

The control factors (CF) applied to the 2025 inventory are shown in the point source emission 

inventory in Appendix V, Attachment 4. The 2007 emission inventory was used as a base for 

the projection inventory. The existing control measures which reduce point source emissions

for PM2.5, NOx, and SO2 in the projection inventory from 2007 to 2025 are shown in Table 1.

Table 1

Point Source Control Measures

Federal or 

State

Control Measure New Jersey 

Administrative Code

Pollutants

New Jersey EGUs - PSE&G Consent Decrees 

(Hudson and Mercer)

NA PM, SO2, 

NOx

New Jersey EGUs - Coal-fired Boilers NJAC 7:27-4.2, 10.2, 

19.4

PM, SO2, 

NOx

New Jersey EGUs - Oil and Gas Fired NJAC 7:27-4.2, 10.2, 

19.4

NOx

New Jersey EGUs - High Electric Demand Day 

(HEDD) Program 

NJAC 7:27-19.29 SO2, NOx

Federal ICI Boiler MACT NA PM, NOx

Federal RICE MACT NA PM, NOx

Federal Refinery Consent Decrees 

(Sunoco, Valero, and 

ConocoPhillips)

NA PM, SO2, 

NOx

New Jersey ICI Boiler Rule 2006 NJAC 7:27-16.8, 19.7 NOx

New Jersey ICI Boiler Rule 2009 NJAC 7:27-19.7 NOx

New Jersey Asphalt Production Plants Rule NJAC 7:27-19.9 NOx

New Jersey Glass Manufacturing NJAC 7:27-19.10 NOx

New Jersey Low Sulfur Distillate and Residual 

Fuel Strategies

NJAC 7:27-27.9 SO2

New Jersey Municipal Waste Combustors 

(Incinerators)

NJAC 7:27-19.13 PM, NOx

New Jersey Sewage and Sludge Incinerators NJAC 7:27-19.28 NOx

New Jersey Case by Case NOx Emission Limit 

Determinations (FSELs/AELs)

NJAC 7:27-19.13 NOx

The control measures are discussed below.

EGUs – PSE&G Administrative Consent Order

Public Service Electric & Gas’ (PSEG) Consent Decree applies to Hudson unit 2, Mercer units 1 

and 2, and Kearny units 7 and 8. Per the Consent Decree, Kearny units 7 and 8 were shut 

down in 2007, and therefore, no additional post-2007 emissions reduction was included in the 

projection inventory.

The Consent Decree required Mercer units 1 and 2 to install selective catalytic reduction (SCR) 

by 2007 to control NOx, therefore, no additional post-2007 NOx reduction was included in the 

projection inventory. Hudson unit 2 was required to install SCR by 2010. After the installation 

of the SCRs, the three units can emit NOx at no greater than 0.100 lb/mmBtu, based on a 30-

day rolling average emission rate.
VI-4

The Consent Decree required Hudson unit 2 and Mercer units 1 and 2 to install flue gas 

desulfurization system (FGD) to control SO2 by 2010. After the installation of the FGDs, the 

three units can emit SO2 at no greater than 0.150 lb/mmBtu, based on a 30-day rolling average 

emission rate.

The resulting emissions reduction from the Consent Decree is 2,015 tons NOx, 15,681 tons of 

SO2, and 1,786 tons of direct PM. No rule effectiveness is required for this because these 

reductions are not based on any rules.

EGUs - Coal-fired Boilers

The State amended its rules governing coal-fired boilers at N.J.A.C. 7:27-4.2 addressing PM

emissions, N.J.A.C. 7:27-10.2 addressing SO2 emissions from solid fuel, and N.J.A.C. 7:27-19.4 

addressing NOx emissions, which were adopted on March 20, 2009. At the time of the rule

proposal, there were ten coal-fired boilers serving EGUs, with the Logan unit and the Carney 

unit 1 and 2 already in compliance. Since then, the Hudson unit 2 and Mercer unit 1 and 2 have 

installed controls for PM, NOx, and SO2, per the ACO (see above Administrative Consent 

Order); the Vineland unit 10 has stopped burning coal per its ACO; and, the Deepwater unit has 

switch to natural gas. The State is finalizing the ACO with BL England to have their two units 

meet the limits by the applicable date of 2015; BL England’s options are to install control 

devices, switch fuel, or shut down. 

There is no additional reduction for this rule in the two PM nonattainment areas because the 

only coal-fired units in these areas are already controlled under the above Administrative 

Consent Order. Additional reductions would come from coal-fired units located outside of the 

two PM nonattainment areas.

EGUs - Oil and Gas Fired Boilers

Along with amended limits for coal-fired boilers for EGUs in the March 20, 2009 rule 

amendments, the amendments at N.J.A.C. 7:27-19.4 address NOx emissions for oil and gasfired boilers. These amendments are estimated to achieve emission reductions of 352 tons of 

NOx and 176 tons of SO2. A rule effectiveness of 100% was applied because these units have 

CEMS.

High Electric Demand Day (HEDD)

As part of the March 20, 2009 rule amendments, the State adopted new rules at N.J.A.C. 7:27-

19.29 to address the NOx emissions from High Electric Demand Day (HEDD) units. This rule 

focuses on units that are electric generating units capable of generating 15 MW or more and are 

operated less than or equal to an average of 50 percent of the time during the previous three 

ozone seasons. The State tightened the emission standards for HEDD units because these 

units emit significant quantities of NOx on high electric demand days, which are typically high 

temperature and high ozone days during the summer. At the time of the proposal, the HEDD 

units in New Jersey consisted of eight boilers and approximately 160 stationary combustion 

turbines. 

The HEDD rule has two phases, a short term strategy and a long term strategy. The short term 

strategy at N.J.A.C. 7:27-19.29 achieves NOx emission reductions from some HEDD units 

starting in 2009, which achieve 19.8 tpd of NOx emission reductions on high electric demand 

days. This allows all companies with affected electric generating units time to develop and 
VI-5

implement the long term strategy at N.J.A.C. 7:27-19.30 to achieve the more stringent emission 

performance standards at the amended N.J.A.C. 7:27-19.4 and 19.5 by 2015. 

Because the HEDD rule is for high electric demand days when high ozone is most likely to 

occur, the emissions reductions during those days is quite significant (tons/hour or tons/day). 

But it is more difficult to quantify reductions on an annual basis, as the amount of high electric 

demand days in a year is not known and spread out over 365 days appears less significant, and 

therefore, is not quantified in this inventory.

USEPA Maximum Available Control Technology (MACT) Standards

As discussed in the “Technical Supporting Document for the Development of the 2025 Emission 

Inventory for PM Nonattainment Counties in the MANE-VU Region Version 3.3”, prepared by 

AMEC Environmental & Infrastructure, dated January 23, 2012, it discussed how post-2007 

MACT standards were applied on a general scale to all sources with certain SCCs. Every 

source with a SCC determined to be affected by a post-2007 MACT standard was assigned an 

incremental percent reduction for the entire applicable MACT standard. Exhibit 3.3 in Section 

3.3.3.1 of the TSD lists the SCCs the RICE MACT impacts and the expected emissions 

reduction for each SCC. Also in 3.3.3.1 of the TSD is the reduction expected from the ICI Boiler 

MACT. For all the reductions from MACT sources, a rule effectiveness of 80% was applied in 

the calculation files.

Refinery Enforcement Actions

The USEPA’s national Petroleum Refinery Initiative was an integrated enforcement and 

compliance strategy to addresses air emissions from the nation’s petroleum refineries. The four 

refineries located in New Jersey are Valero Refining, Conoco Phillips, Citgo, and Sunoco 

Coastal Eagle Point. The major refinery sources that were affected by the judicial settlement 

are FCCUs, flare gas recovery, and equipment leaks. The Fluid Catalytic Cracking Units 

(FCCUs) or cracking units was to reduce NOx emissions by 60%. Flare gas recovery was to 

have a 53% reduction in both VOC and NOx emissions. Lastly, leak detection and repair was to 

have a 50% control on VOC emissions. These reductions are based on Table A-1 through A-8 

in the “Assessment of Control Technology Options For Petroleum Refineries in the Mid-Atlantic 

Region” report from January 2007 prepared by MACTEC for MARAMA. A rule effectiveness of 

100% was applied to these controls because these reductions are specifically written into 

enforcement actions for these individual facilities.

Since the release of the Petroleum Refinery Initiative, Citgo no longer is a petroleum refinery 

and Sunoco Coastal Eagle Point has ceased all refinery operations.

NOx Reasonably Available Control Technology (RACT) Rule 2006

(Industrial/Commercial/Institutional (ICI) Boilers Rule 2006)

Rule amendments to N.J.A.C. 7:27-19 were adopted in November 2005, affecting large natural 

gas fired boilers > 100 million British thermal units/hour (mmBtu/hr) by reducing their NOx

emission limit from <0.20 to <0.10 lb/mmBtu. Annual tune-ups are required for all boilers

greater than 5 mmBtu/hr phased-in starting in 2007 and ending in 2010. Oil-fired combustion

turbines are subject to lower NOx emission limits. Combined or regenerative cycle will have 

their emission limit reduced from 0.35 lb/MMBtu to 0.26 lb/mmBtu. Simple cycle turbines will be 

reduced from 0.4 lb/mmBtu to 0.3 lb/mmBtu. Reciprocating engines burning natural gas and 

diesel also had their emission limits tightened. The new limits implemented in this rule were 

effective in 2007 and are therefore reflected in the 2007 base inventory. The annual tune-ups 
VI-6

for boilers phased in after 2007 were reflected in the 2025 projection inventory as shown in 

Table 2 below. 

 

Table 2

Point Source Emissions Reductions from the NOx RACT Rule (2006)

Boiler Size 

(mmBtu/hr)

Fuel Type Reduction Reduction w/RE

≥ 5 and < 20 All 25% 20%

Industrial/Commercial/Institutional (ICI) Boilers Rule 2009

Rule amendments to N.J.A.C. 7:27-19 were adopted in March 2009. These amendments set 

new NOx emissions limits for boilers greater than 25 MMBtu/hr. Table 3 below lists the NOx

emissions reduction from this rule that is applied to the projection inventory based on boiler size. 

Table 3

Point Source Emissions Reductions from the ICI Boiler Rule

Boiler Size 

(mmBtu/hr)

Fuel Type Reduction Reduction w/RE

≥ 25 and < 50 All 50% 40%

≥ 50 and < 100

Natural Gas 50% 40% Duel Fuel

#2 Fuel Oil 33% 27% Other liquid fuels

≥ 100 #2 Fuel Oil 50% 40%

Asphalt Production Plants

Rule amendments to N.J.A.C. 7:27-19.9 were adopted in March 2009 for Asphalt Production 

Plants. The amendments impacted 70 asphalt production dryers at 51 asphalt pavement 

production plants in New Jersey. The rule required BMP and the new limit was 75 ppmvd 

(~0.025 lbs/ton) for natural gas, 100 ppmvd (~0.04 lbs/ton) for No. 2 fuel oil, and 125 ppmvd 

(~0.05 lbs/ton) for No. 4 or heavier fuel oils/on-specification used oil. The reduction would be 

phased in over a 3-year period, from 2010 to 2012. These amendments were estimated to 

reduce NOx by 35% from these sources. A rule effectiveness of 80% was applied to the 

estimated control efficiency, resulting in an estimated reduction of 28%.

Glass Manufacturing

Rule amendments to N.J.A.C. 7:27-19.10 were adopted in March 2009 to lower NOx emissions 

from glass manufacturing furnaces. There were seven plants in New Jersey, with a total of 25 

furnaces that produce container glass, pressed glass, blown glass, and fiberglass. Nine of 

these furnaces are electric. Five furnaces use oxy-firing, which burn nearly pure oxygen, 

reducing most of the nitrogen that is present in ambient air. These 14 furnaces already comply 

with the proposed NOx limits. Two of the remaining 11 furnaces are temporarily inactive. The 

rule required the remaining nine furnaces to implement additional emission control measures to 

comply with the proposed emission limit. These amendments were estimated to reduce NOx by 
VI-7

50% from these sources. A rule effectiveness of 80% was applied to the estimated control 

efficiency, resulting in an estimated reduction of 40%.

Low Sulfur Distillate and Residual Fuel Oil Rule

In 2010, the State adopted amendments to its Sulfur in Fuels rule, N.J.A.C. 7:27-9, which will

reduce the sulfur content in #2 fuel oil to 15 ppm, #4 fuel oil to 2,500 ppm, and #6 fuel oil to 

5,000 ppm by 2016. The % reduction (or CE) from the rule was calculated based on the 

difference between the existing New Jersey limits and the future effective limits in the rule. A 

rule effectiveness of 80% and a rule penetration of 100% was applied. The resulting % 

reductions and control factors for SO2 emission reductions expected by 2016 are summarized in 

Table 4.

Table 4

Sulfur in Fuels Rule Control Factors for SO2

County #2 Fuel Oil/Kerosene #4 Fuel Oil

% 

Reduction 

without 

RE

% 

Reduction 

with RE

Control 

Factor 

with 

RE

% 

Reduction 

without 

RE

% 

Reduction 

with RE

Control 

Factor 

with RE

Bergen Middlesex 99% 79% 0.21 17% 13% 0.87

Burlington Monmouth

Camden Morris

Essex Passaic 

Gloucester Somerset 

Mercer Union 

Hudson 99% 79% 0.21 38% 30% 0.7

Municipal Waste Combustors (Incinerators)

Rule amendments to N.J.A.C. 7:27-19.12 were adopted in March 2009 to address the NOx

emissions from municipal solid waste (MSW) incinerators, with maximum allowable NOx

emission concentration of 150 parts million by volume. There are 13 MSW incinerators at five 

resource recovery facilities in Essex, Union, Camden, Gloucester and Warren counties. The 

four facilities in Essex, Union, Warren and Gloucester counties, with 10 MSW incinerators, have 

SNCR installed, which will enable these facilities to meet the 150 ppmvd limit. Camden County 

Resource Recovery facility’s three MSW incinerators do not have SNCR, and therefore, would 

need to install control device system on each incinerator to reduce the NOx emissions to meet 

the limit. These amendments were estimated to reduce NOx by 37% from these sources. A 

rule effectiveness of 80% was applied to the estimated control efficiency, resulting in an 

estimated reduction of 29.6%.

Sewage and Sludge Incinerators

Rule amendments to N.J.A.C. 7:27-19.28 were adopted in March 2009 to establish maximum 

allowable NOx emission rates for sewage sludge incinerators. The State’s RACT maximum 

allowable NOx emission rates for sewage sludge incinerators at N.J.A.C. 7:27-19.28 will not 

provide additional emissions reduction at these incinerators, as they all are currently complying 

with the new maximum allowable emission rates.
VI-8

Case by Case NOx Emission Limit Determinations (FSELs/AELs)

Rule amendments to N.J.A.C. 7:27-19.13 were adopted in March 2009 which require each 

facility with an alternative maximum allowable NOx emission rate approved before May 1, 2005 

to submit a new request for an alternative maximum allowable emission rate 60 days after the 

operative date of these amendments. The State expects the amendments to impact 

approximately 25 facilities. The amount of emissions reductions that the amendments to the 

alternative and facility-specific maximum allowable emission rate rules will achieve depends on 

the alternative maximum allowable emission rate or facility-specific maximum allowable 

emission rate that a facility applies for, and that the State approves. Because the emissions 

reduction will depend on each facility that request AELs, the reduction is not quantifiable at this 

time.

2.3 Point Source Emission Inventory

Table 5 summarizes the 2025 projected point source emission inventory by county for PM2.5, 

NOx and SO2. Appendix V, Attachments 2, 3 and 4, contain the detailed point source emission 

inventories. These attachments are only available electronically.

Table 5

2025 Point Source Emission Inventory by County and Pollutant

County

PM2.5*

Tons per Year

NOx

Tons per Year

SO2

Tons per Year

New Jersey Portion of Northern NJ-NY-CT NAA

Bergen 229 969 47

Essex 272 2,705 213

Hudson 293 1,863 662

Mercer 1,047 2,090 1,895

Middlesex 512 2,218 270

Monmouth 34 187 35

Morris 35 182 34

Passaic 6 88 10

Somerset 80 254 34

Union 735 2,898 700

Total 3,243 13,454 3,900

New Jersey Portion of Southern NJ-Phila. NAA

Burlington 183 535 148

Camden 174 709 77

Gloucester 501 3,189 1,130

Total 859 4,432 1,355

* These totals include adjusted emissions from fugitive dust categories.
VI-9

3.0 Area Sources

3.1 Growth

Growth factors were calculated for area sources utilizing state population projections, USDOE 

fuel consumption projections, employment projections from the New Jersey Department of 

Labor, and state specific indicators such as vehicle miles traveled.

A summary table which shows the growth factors and growth rate (in percent per year) for each 

SCC category and the indicators for those growth factors is included as Table 1 in Attachment 2 

of this appendix. 

Population

Projected population is the most appropriate growth indicator to use for certain source 

categories whose emissions are calculated using population such as architectural coatings, 

consumer products and graphic arts. 

For transportation planning purposes, New Jersey is divided into three Metropolitan Planning 

Organizations (MPOs). The three MPOs are the North Jersey Transportation Planning Authority 

(NJTPA), the South Jersey Transportation Planning Organization (SJTPO) and the Delaware 

Valley Regional Planning Commission (DVRPC). The MPOs use demographic data in their 

projection work. The NJDEP used the population projections developed by each of the three 

MPOs in the State to grow the appropriate categories of the emission inventory.

Population projection data was obtained from the NJTPA, SJTPO, and the DVRPC. The data 

was combined and straight line interpolation was used to calculate population for the projection 

years. Statewide growth factors were then calculated using the following equations:

2007-2025 Growth Factor =

2025 Statewide Population / 2007 Statewide Population

2007-2025 Growth Rate (percent per year) =

{[(2007-2025 Growth Factor)^1/y] – 1} * 100 percent

Where:y = the # of years being analyzed (ex: y = 2025-2007 = 18)

A summary table of the population data is included as Table 2, in Attachment 2.

Fuel Consumption

Projected fuel consumption data was obtained from the USDOE Energy Information 

Administration (EIA), Annual Energy Outlook Report. The growth factors were calculated in the 

same manner as the population growth factors, using the same equations, but substituting 

projected fuel consumption for projected population. A summary table of the fuel consumption 

data is included as Table 3, in Attachment 2.

Employment

Projected employment is the most appropriate growth indicator to use for certain source 

categories whose emissions are calculated using employment such as autobody refinishing and 
VI-10

dry cleaning. It is also the best growth indicator for other categories in which their emissions are 

calculated using state specific data but state specific data projections are not available, such as 

construction activities, mining and quarrying and agricultural tilling. 

Projected employment data was obtained from the New Jersey Department of Labor website. 

The growth factors were calculated in the same manner as the population growth factors, using 

the same equations, but substituting projected employment for projected population. A 

summary table of the employment data is included as Table 4, in Attachment 2.

Vehicle Miles Traveled

Projections of vehicle miles traveled (VMT) for 2007 to 2025 were used as the growth factor for 

projecting emissions from re-entrained road dust from travel on paved roads. The VMT data 

was derived from the MOVES modeling discussed in Appendix V. A summary table of the VMT 

data is included as Table 5, in Attachment 2.

Residential Wood Combustion

Growth and control of the residential wood combustion is incorporated into one factor, per the 

USEPA 2005-based V4 Modeling Platform3

. The factors account for the USEPA rule that sets 

new source performance standard (NSPS) for woodstoves. The factors are based on estimated 

turnover of the old stoves to the new stoves. The estimated combined growth and control rates 

are as follows: 

• Fireplaces increase 1%/yr

• Old woodstoves (non-USEPA certified) decrease 2%/yr

• New woodstoves (USEPA certified) increase 2%/yr

Table 6 shows the estimated growth factors by SCC and year.

Table 6

Residential Wood Combustion Growth/Control Factors

SCC SCC Description Assumptions

Growth and 

Control Factors 

2007-2025

2104008000 Total: Woodstoves and 

Fireplaces

2104008000 total: 1 - 0.01056*(Year2007)0.8099

2104008100 Fireplaces: General 2104008100 fireplaces up 1%/yr: 1 + 

0.01*(Year-2007)

1.180

2104008210 Fireplaces: Insert; nonUSEPA certified

2104008210 old inserts down 2%/yr: 1 

- 0.02*(Year-2007)

0.640

2104008220 Fireplaces: Insert; USEPA 

certified; non-catalytic

2104008220 new inserts up 2%/yr: 1 

+ 0.02*(Year-2007)

1.360

2104008230 Fireplaces: Insert; USEPA 

certified; catalytic

2104008230 new inserts up 2%/yr 

(same as 2104008220) 

1.360

2104008310 Woodstove: freestanding; 

non-EPA certified

2104008310 old woodstoves down 

2%/yr (same as 2104008210) 0.640

 3 U.S. Environmental Protection Agency. 2020 Emissions Data from EPA’s 2005-based V4 Modeling Platform; 

Projection and Control Factors. Provided to MARAMA by Rich Mason on April 15, 2010. 
VI-11

2104008320 Non-catalytic Woodstoves: 

freestanding; EPA certified

2104008320 new woodstoves up 

2%/yr (same as 2104008220) 1.360

2104008330 Catalytic Woodstoves: 

freestanding; EPA certified

2104008330 new woodstoves up 

2%/yr (same as 2104008220) 1.360

2104008400 Woodstoves: pellet-fired,

general; EPA certified

2104008400 new woodstoves up 

2%/yr (same as 2104008220) 1.360

2104008510 Wood;Furnace:Indoor, 

cordwood-fired; non-EPA 

certified

2104008510 old wood furnaces down 

2%/yr (same as 2104008210) 0.640

2104008610 Wood;Hydronic heater: 

outdoor

2104008610 hydronic heaters up 

1%/yr(same as 2104008100)

1.180

2104008700 Outdoor woodburning 

device, NEC

2104008700 outdoor woodburning 

devices up 1%/yr (same as 2104008100)

1.180

2104009000 Firelog /Total: All 

Combustor Types

2104008700 firelogs up 1%/yr (same as 

2104008100)

1.180

No Growth

No growth was projected for wildfires, managed burning, motor vehicle fires, structural fires,

incineration, open burning, agricultural field burning, cigarette smoking and unpaved roads. 

3.2 Controls

Overview

New Jersey and the USEPA have developed and will develop rules that require control 

measures to reduce area source emissions of air pollutants. In developing the 2007 emissions 

inventory, control efficiency factors for the NJDEP pre-2007 rules were applied to the 2007 

uncontrolled emissions inventory in order to calculate the 2007 “actual” or controlled emissions 

inventory. In a similar fashion, control efficiency factors (CEs) reflecting post-2007 rules, 

relative to existing rules, were applied to the grown emissions inventories, and emission 

reduction benefits were calculated. The CEs were applied to the grown inventory, to determine 

emission reduction benefits from the New Jersey rules, relative to the existing rules. These 

benefits grow in future years in direct relation to the growth factor for the respective emission 

categories. The equation that was used to project emissions in a future year, y, incorporating 

growth and the application of new control measures between year x and year y is:

E y = E x * GFx-y * [1 - (CE * RE * RP)x-y]

where: Ey = Controlled emissions in year y 

Ex = Controlled emissions in year x 

GFx-y = Growth factor used to grow emissions from year x to

year y

CE = Control efficiency factor for a control

measure implemented between years X and Y

RE = Rule Effectiveness Factor

RP = Rule Penetration Factor

CF=Control Factor = [1 - (CE * RE * RP)x-y]

The control factors (CF) applied to the 2025 inventory are shown in the area source emission 

inventory in Appendix V, Attachment 6. The 2007 emission inventory was used as a base for 
VI-12

the projection inventory. The existing control measures which reduce area source emissions for 

PM2.5, NOx, and SO2 in the projection inventory from 2007 to 2025 are shown in Table 7.

Table 7

Area Source PM2.5, NOx and SO2 Control Measures

Control Measures Sector Pollutant Area Source Category

Federal Residential Woodstove 

New Source Performance 

Standards (NSPS)

Area PM2.5, NOx, 

SO2

Residential Wood Combustion categories, see 

Table 6

New Jersey ICI Boiler Rule 2006 

(Tune-up Requirements)

Point 

and Area NOx

Industrial Natural Gas Combustion, 

Commercial/Institutional Natural Gas 

Combustion,

Industrial Distillate Oil Combustion, 

Commercial/Institutional Distillate Oil 

Combustion, 

Industrial Residual Oil Combustion, Commercial 

Institutional Residual Oil Combustion, 

Industrial LPG Combustion, 

Commercial/Institutional LPG Combustion, 

Federal Maximum Achievable 

Control Technology for 

Reciprocating Internal 

Combustion Engines (RICE 

MACT)

Point 

and Area PM2.5, NOx

Industrial Natural Gas Combustion, 

Commercial/Institutional Natural Gas 

Combustion, 

Industrial Distillate Oil Combustion, 

Commercial/Institutional Distillate Oil 

Combustion

New Jersey Low Sulfur Fuel Oil 

Rule

Point 

and Area SO2

Industrial Distillate Oil Combustion, 

Commercial/Institutional Distillate Oil 

Combustion, 

Residential Distillate Oil Combustion, 

Industrial Residual Oil Combustion, Commercial 

Institutional Residual Oil Combustion, 

Industrial LPG Combustion, 

Commercial/Institutional LPG Combustion

A discussion of the control measure control factors is included below.

Control Factors

Residential Woodstove NSPS

Growth and control of the residential wood combustion is incorporated into one factor, per the 

USEPA 2005-based V4 Modeling Platform4

. The factors account for the USEPA rule that sets 

new source performance standard (NSPS) for woodstoves. The factors are based on estimated 

turnover of the old stoves to the new stoves. See detailed discussion under Residential Wood 

Combustion discussion above under Growth.

 4 U.S. Environmental Protection Agency. 2020 Emissions Data from EPA’s 2005-based V4 Modeling Platform; 

Projection and Control Factors. Provided to MARAMA by Rich Mason on April 15, 2010. 
VI-13

Federal RICE MACT

As discussed in the “Technical Supporting Document for the Development of the 2025 Emission 

Inventory for PM Nonattainment Counties in the MANE-VU Region Version 3.3”, prepared by 

AMEC Environmental & Infrastructure, dated January 23, 2012, it discussed how post-2007 

MACT standards were applied on a general scale to all sources with certain SCCs. Every 

source with a SCC determined to be affected by a post-2007 MACT standard was assigned an 

incremental percent reduction for the entire applicable MACT standard. Exhibit 2-15 of the TSD

Shows the USEPA Estimated Percent Reductions for the RICE MACT Standard for each 

SCC. 

Based on EPA estimates, there are two different control factors that were used for the RICE 

MACT control in the area source inventory, one for PM2.5 and one for NOx. The PM2.5 control 

factor is 0.9243. The NOx control factor is 0.9203. This results in an 8% reduction (CE) in NOx

from RICE MACT for industrial, commercial and institutional natural gas combustion and an 8% 

reduction (CE) of PM2.5 for industrial, commercial and institutional distillate oil combustion. A 

rule effectiveness (RE) of 100% was assumed since the rule is a Federal measure. 

New Jersey ICI Boiler Rule 2006 Tune-Up Requirements

Rule amendments to N.J.A.C. 7:27-19 were adopted in November 2005, requiring annual tuneups for all boilers greater than 5 mmBtu/hr phased-in starting in 2007 and ending in 2010.

The estimated control factor for New Jersey’s ICI boiler tune-up requirement for area sources is 

0.94. This was calculated from an estimated 25% reduction (CE) in NOx emissions from ICI 

boiler tune-ups, a rule effectiveness (RE) of 80%, and rule penetration (RP) of 30%. The RP of 

30% assumes that approximately 30% of the emissions in the fuel combustion categories that 

the rule applies are coming from ICI boilers. This results in an overall estimated emission 

reduction of 6%. 

Combined Federal RICE MACT and New Jersey ICI Boiler Rule 2006 Tune-Up 

Requirements

There are two categories (industrial and commercial natural gas combustion) where both the 

Federal RICE MACT and New Jersey ICI Boiler Tune-Up requirement were applied. In these 

instances, New Jersey applied only the 7.97% NOx reduction (control factor of 0.9203) from the 

Federal RICE MACT rule (the higher reduction of the two rules), rather than combining the 

benefits of both rules, to be conservative.

Low Sulfur Fuel Oil Rule

In 2010, the State adopted amendments to its Sulfur in Fuels rule, N.J.A.C. 7:27-9, which will

reduce the sulfur content in #2 fuel oil to 15 ppm, #4 fuel oil to 2,500 ppm, and #6 fuel oil to 

5,000 ppm by 2016. The % reduction (or CE) from the rule was calculated based on the 

difference between the existing New Jersey limits and the future effective limits in the rule. A 

rule effectiveness of 80% and a rule penetration of 100% was applied. The resulting % 

reductions and control factors for SO2 emission reductions expected by 2016 are summarized in 

Table 4 above under the point source discussion.
VI-14

3.3 Area Source Emission Inventory

Table 8 summarizes the 2025 projected area source emission inventory by county for PM2.5, 

NOx and SO2. Appendix V, Attachment 6 contains the detailed area source emission 

inventories. These attachments are only available electronically.

Table 8

2025 Area Source Emission Inventory by County and Pollutant

County

PM2.5*

Tons per Year

NOx

Tons per Year

SO2

Tons per Year

New Jersey Portion of Northern NJ-NY-CT NAA

Bergen 622 2,519 165

Essex 544 2,070 168

Hudson 436 1,523 92

Mercer 297 1,129 76

Middlesex 911 2,198 130

Monmouth 890 1,656 121

Morris 700 1,516 159

Passaic 349 1,137 92

Somerset 486 944 55

Union 382 1,367 97

Total 5,616 16,059 1,157

New Jersey Portion of Southern NJ-Phila. NAA

Burlington 1,563 1,368 105

Camden 409 1,353 93

Gloucester 679 706 62

Total 2,651 3,427 260

* These totals include adjusted emissions from fugitive dust categories.

Overall Emissions Summary 

The statewide overall growth rate (with growth and controls) for area sources from 2007 to 2025 

is approximately -0.05 percent per year for PM2.5, -0.03 percent per year for NOx and -7.80 

percent per year for SO2. The statewide average growth rates from 2007 to 2025 vary within 

the individual SCC categories and pollutants from approximately negative 10.47 percent per 

year for commercial/institutional distillate oil combustion for SO2 to 1.74 percent per year for 

residential woodstoves for all three pollutants.

PM2.5 Emissions Summary

Overall, negative growth is projected in categories such as industrial residual oil, LPG, and 

distillate oil combustion; commercial/institutional distillate oil and kerosene combustion; 

residential wood burning of non-USEPA certified devices, residential distillate oil and LPG 

combustion. 

Overall, no growth is projected in categories such as industrial kerosene combustion; 

commercial/institutional coal, residual oil, LPG, and kerosene combustion; residential coal and 
VI-15

kerosene combustion; incineration, open burning, agricultural field burning, forest wildfires, 

cigarette smoke, prescribed burning, structure and motor vehicle fires.

Overall, positive growth from zero to one percent is projected in categories such as residential 

natural gas combustion, agricultural tilling, construction, commercial/institutional cooking, mining 

& quarrying, residential wood combustion of fireplaces, firelogs, and outdoor hydronic heaters.

Overall, one to two percent growth is projected for categories such as commercial/institutional 

natural gas combustion, paved roads, residential wood combustion of USEPA –certified 

woodstoves, fireplace inserts, and pellet-fired woodstoves.

NOx Emissions Summary

Overall, negative growth is projected in categories such as industrial residual oil and LPG 

combustion; commercial/institutional distillate, residual oil and LPG combustion; residential 

wood combustion of non-USEPA certified devices, residential distillate and LPG combustion.

Overall, no growth is projected in categories such as industrial kerosene combustion, 

commercial/institutional coal and kerosene combustion, residential coal and kerosene 

combustion, incineration, open burning, forest wildfires, cigarette smoke, structure and motor 

vehicle fires.

Overall, positive growth from zero to one percent is projected in categories such as residential 

natural gas combustion, commercial/institutional natural gas combustion, residential wood 

combustion of fireplaces, firelogs, and outdoor hydronic heaters.

Overall, one to two percent growth is projected for categories such as residential wood 

combustion of USEPA –certified woodstoves, fireplace inserts, and pellet-fired woodstoves.

SO2 Emissions Summary

Overall, negative growth is projected in categories such as commercial/institutional distillate oil 

and kerosene combustion; residential distillate oil and LPG combustion; industrial distillate oil, 

kerosene, residual oil, and LPG combustion; and residential wood combustion of non-USEPA 

certified devices.

Overall, no growth is projected in categories such as commercial/institutional residual oil 

combustion; residential coal and kerosene combustion; incineration, and open burning. 

Overall, positive growth from zero to one percent is projected in categories such as residential 

natural gas combustion and residential wood combustion of fireplaces and outdoor hydronic 

heaters.

Overall, one to two percent growth is projected for categories such as commercial/institutional 

natural gas combustion and residential wood combustion of USEPA –certified woodstoves, 

fireplace inserts, and pellet-fired woodstoves.
VI-16

4.0 Onroad Sources

New Jersey’s 2025 projection emissions inventory for onroad sources is discussed in Appendix 

VII.

5.0 Nonroad Sources

Non-road Mobile Sources include internal combustion engines used to propel marine vessels, 

airplanes, and locomotives, or to operate equipment such as forklifts, lawn and garden 

equipment, portable generators, etc. For activities other than marine vessels, airplanes, and 

locomotives, the inventory was developed using the most current version of USEPA’s 

NONROAD model NONROAD2008a (July 2009 version). Since the NONROAD model does not 

include emissions from marine vessels, airplanes, and locomotives, these emissions were 

estimated using the latest USEPA guidance or by groups such as the Eastern Regional 

Technical Advisory Committee (ERTAC) and Starcrest. 

5.1 NONROAD Model

The USEPA’s NONROAD model estimates emissions from equipment such as recreational 

marine vessels, recreational land-based vehicles, farm and construction machinery, lawn and 

garden equipment, aircraft ground support equipment (GSE) and rail maintenance equipment. 

This equipment is powered by diesel, gasoline, compressed natural gas or liquefied petroleum 

gas engines. 

New Jersey ran the non-road model for each county included in the PM2.5 NAA by inputting its 

own specific fuel parameters and climatological data. New Jersey utilized 2010 year specific 

meteorology data from the National Oceanic and Atmospheric Administration Climatological 

Data and fuel oil property revisions based on a New Jersey review of a USEPA gasoline 

formulation survey data (Reid vapor pressure, sulfur content, oxygenate fractions and ethanol 

volume and content) and diesel fuel sulfur content included in the USEPA “Suggested 

Nationwide Average Fuel Properties”. 

5.1.1 NONROAD Model Inputs

The normal maximum and minimum and average ambient temperatures were compiled from 

those reported at Newark Airport in 2010 for application to Northern New Jersey Counties 

located in the PM2.5 NAA (Bergen, Essex, Hudson, Middlesex, Monmouth, Morris, Passaic, 

Somerset and Union) and from those reported at Philadelphia Airport in 2010 for application to 

Southern New Jersey Counties located in the PM2.5 NAA (Burlington, Camden, Gloucester and 

Mercer) as specified in table below. Similarly, New Jersey compiled seasonal USEPA 

Reformulated Fuel Gasoline (RFG) formulations survey data into annual averages for 

application to the Northern and Southern New Jersey counties referenced above as specified in 

Exhibit 5.1.1 below. 
VI-17

Exhibit 5.1.1

Temperatures and Fuel Oil Specification Inputs Used in 2025 USEPA NONROAD Model 

Runs

Gasoline Specifications Used for 2007 in the 

MOBILE Model

Northern RFG –

ANNUAL*

Southern RFG –

Winter*

Fuel Reid Vapor Pressure (psi) 9.859 9.842

Fuel Oxygen Content (% by weight) 0.00394 0.00387

Ethanol Volume 9.895 9.869

Ethanol Market Share 1.0000 1.0000

Diesel Sulfur % 0.0011 0.0011

Marine Diesel Sulfur% 0.0055 0.0055

CNG/LPG Sulfur% 0.0030 0.0030

Minimum Temperature 46.7 47.4

Maximum Temperature 62.3 63.2

Average Ambient Temperature 54.5 55.3

Stage II Control 0 0

5.1.2 Update of NONROAD Allocation Files for Population and Housing

Several NONROAD categories use housing unit or population data to allocate the emissions to 

the county level from State calculations. MARAMA states identified some discrepancies in the 

housing and population data contained in the NONROAD model and requested that the 

Contractor update the allocation files for those categories. As a consequence, the Contractor 

obtained 1 and 2 unit housing information and updated 2007 population estimates. Data were 

obtained from the sources listed in Exhibit 5.1.2.

Exhibit 5.1.2

Data Sources for Population and Housing Data

Source Type Data Source

2007 Population Data 

Source

http://www.census.gov/popest/counties/CO-EST2008-

01.html

Total Housing Data Source http://www.census.gov/popest/housing/HU-EST2007-

CO.html

1 yr – 1 and 2 Unit Housing 

Data

2007 American Community Survey 1-Year Estimates

3 yr – 1 and 2 Unit Housing 

Data

B25024. UNITS IN STRUCTURE - Universe: HOUSING 

UNITS Data Set: 2005-2007 American Community Survey 

3-Year Estimates, Survey: American Community Survey

Three sources for the housing unit data were required to evaluate all counties within the 

MARAMA region. Census data are frequently withheld when the data reporting can lead to 

disclosure of confidential business information or due to incomplete survey response. For the 1 

and 2 unit housing data, the predominant source was the 1 year -1 and 2 unit housing data. If 

that was unavailable due to either confidentiality issues or lack of survey response, then the 3 

year data was used by determining an average value for the three year period. Finally if no data 

were available for the 3 year 1 and 2 unit housing information, total housing unit data were 
VI-18

utilized. The revised housing unit data affected the allocation of residential lawn and garden 

equipment. 

NJ provided revised human population data for 2002, 2005, 2010, 2015 and 2020. This human 

population data is the same as those used by the Metropolitan Planning Organizations in their 

travel demand models to calculate on-road sector emissions. Because of the way NONROAD 

handles missing data, if data for 2025 are not found, the most current data (in this case 2020) 

are used to assist in determining a 2025 value.

5.1.3 Recreational Marine Vessel Population Revision

Total New Jersey default populations for each of the three major recreational marine vessel 

categories contained in the NONROAD model (outboard, inboard/sterndrive and personal 

watercraft) were updated. The National Marine Manufacturers Association (NMMA) provided 

updated populations for the outboard and personal watercraft vessel engine categories for the 

year 2007. Because the population files used by the NONROAD model (and thus NMIM) were 

configured with population values for various horsepower categories, the contractor determined 

the fraction of the total for each marine vessel type in each horsepower category from the 

NONROAD default population files. These fractions were then used to allocate the total State 

population obtained from NMMA to the various horsepower categories. The only exception to 

this was the addition of data for sailboats. The sailboat populations were split among the 

outboard and inboard/sterndrive watercraft vessels. 

Updated recreational marine population data was also estimated for the years 2017 and 2020s. 

EPA had recommended that rather than use the default growth algorithm built into the nonroad 

model for those states that had their 2007 base year data updated for this category, separate 

population estimates for each projection year should be prepared and included in the population 

files. The contractor then used the national growth factors supplied in the default 

NMIM/NONROAD model to estimate populations for each year. Each horsepower/population 

category in the 2007 population file was grown to either 2017 or 2020 using the ratio between 

the 2005 and 2015 national growth factors (to represent growth between 2007 and 2017) and 

between the 2005 and 2025 national growth factors (to represent growth between 2007 and 

2020). Those ratios were used to grow the 2007 population to 2017 and 2020 respectively. 

For the 2025 projection year emission inventory, New Jersey did not follow this practice but 

allowed the default growth algorithm built into the model to grow the population to the 2025 

projection year based on the updated 2007, 2017 and 2020 recreational marine populations 

now in place. 

5.1.4 Airport Ground Support Equipment Removal

New Jersey provided revised equipment population values for Airport Ground Support 

Equipment. As discussed in Section 5.4.4 of this document, emissions from airport ground 

support equipment is also included in USEPA’s aircraft inventory prepared using the Federal 

Aviation Administration’s Emissions and Dispersion Modeling System (EDMS). 

Correspondence with USEPA indicated that USEPA considers the emissions calculated by 

EDMS to be better than those calculated by NONROAD. For this reason, all emissions 

calculated by NMIM/NONROAD for airport ground support equipment were removed from the 

inventory to avoid double counting.
VI-19

5.1.5 NONROAD Model Growth and Control Information

In estimating future year emissions, the NONROAD model includes growth and scrappage rates 

for equipment in addition to a variety of control programs. It is not possible to separate out the 

future year emissions due to “growth only” or “control only” in a single run. That is, the model 

run provides a single future year estimate that is a “growth and control” scenario.

The growth data used in the NONROAD model is documented in a USEPA report.5

 The 

GROWTH packet of the NONROAD model cross-references each SCC to a growth indicator 

code. The indicator code is an arbitrary code that identifies an actual predicted value such as 

human population or employment that is used to estimate the future year equipment population. 

The GROWTH packet also defines the scrappage curves used to estimate the future year 

model year distribution.

The NONROAD model also accounts for all USEPA emission standards for Nonroad 

equipment. There are multiple standards that vary by equipment type, rated power, model year, 

and pollutant. Exhibit 5.1.5 is a summary of the emission control programs accounted for in the 

NONROAD model. A complete summary of the nonroad equipment emission standards can be 

found on USEPA’s nonroad emission standards reference guide website.

Exhibit 5.1.5

Control Programs Included in the USEPA’s NONROAD Model

Regulation Description

Control of Air Pollution; 

Determination of Significance for 

Nonroad Sources and Emission 

Standards for New Nonroad 

Compression Ignition Engines At or 

Above 37 Kilowatts

59 FR 31036

June 17, 1994

This rule establishes Tier 1 exhaust emission standards for 

HC, NOx, CO, and PM for nonroad compression-ignition 

(CI) engines ≥37kW (≥50hp). Marine engines are not 

included in this rule. The start dates and pollutants 

affected vary by hp category as follows:

50-100 hp: Tier 1,1998; NOx only

100-175 hp: Tier 1, 1997; NOx only

175-750 hp: Tier 1, 1996; HC, CO, NOx, PM

>750 hp: Tier 1, 2000; HC, CO, NOx, PM

Emissions for New Nonroad SparkIgnition Engines At or Below 19 

Kilowatts; Final Rule

60 FR 34581

July 3, 1995

This rule establishes Phase 1 exhaust emission standards 

for HC, N NOx Ox, and CO for nonroad spark-ignition 

engines ≤19kW (≤25hp). This rule includes both handheld 

(HH) and non-hand-held (NHH) engines. The Phase 1 

standards become effective in 1997 for :

 Class I NHH engines (<225cc), 

 Class II NHH engines (≥225cc), 

Class III HH engines (<20cc), and 

 Class IV HH engines (≥20cc and <50cc). 

The Phase 1 standards become effective in 1998 for: 

Class V HH engines (≥50cc) 

Final Rule for New Gasoline SparkIgnition Marine Engines; Exemptions 

for New Nonroad CompressionIgnition Engines at or Above 37 

Kilowatts and New Nonroad SparkIgnition Engines at or Below 19 

Kilowatts

This rule establishes exhaust emission standards for HC+ 

NOx for personal watercraft and outboard (PWC/OB) 

marine SI engines. The standards are phased in from 

1998-2006.

 5 U.S. Environmental Protection Agency. Nonroad Engine Growth Estimates. EPA-420/P-04-08.
VI-20

Regulation Description

61 FR 52088

October 4, 1996

Control of Emissions of Air Pollution 

From Nonroad Diesel Engines

63 FR 56967

October 23, 1998

This final rule sets Tier 1 standards for engines under 50 

hp, phasing in from 1999 to 2000. It also phases in more 

stringent Tier 2 standards for all engine sizes from 2001 to 

2006, and yet more stringent Tier 3 standards for engines 

rated over 50 hp from 2006 to 2008. The Tier 2 standards 

apply to NMHC+ NOx, CO, and PM, whereas the Tier 3 

standards apply to NMHC+ NOx and CO. The start dates 

by hp category and tier are as follows:

 hp<25: Tier 1,2000; Tier 2, 2005; no Tier 3

 25-50 hp: Tier 1, 1999; Tier 2, 2004; no Tier 3

 50-100 hp: Tier 2, 2004; Tier 3, 2008

 100-175 hp: Tier 2, 2003; Tier 3, 2007

 175-300 hp: Tier 2, 2003; Tier 3, 2006

 300-600 hp: Tier 2, 2001, Tier 3, 2006

 600-750 hp: Tier 2, 2002; Tier 3, 2006

 >750 hp: Tier 2, 2006, no Tier 3

This rule does not apply to marine diesel engines above 50 

hp.

Phase 2: Emission Standards for 

New Nonroad Nonhandheld Spark 

Ignition Engines At or Below 19 

Kilowatts

64 FR 15207

March 30, 1999

This rule establishes Phase 2 exhaust emission standards 

for HC+ NOx for nonroad nonhandheld (NHH) sparkignition engines ≤19kW (≤25hp). The Phase 2 standards 

for Class I NHH engines (<225cc) become effective on 

August 1, 2007 (or August 1, 2003 for any engine initially 

produced on or after that date). The Phase 2 standards for 

Class II NHH engines (≥225cc) are phased in from 2001-

2005.

Phase 2: Emission Standards for 

New Nonroad Spark-Ignition 

Handheld Engines At or Below 19 

Kilowatts and Minor Amendments to 

Emission Requirements Applicable 

to Small Spark-Ignition Engines and 

Marine Spark-Ignition Engines; Final 

Rule

65 FR 24268

April 25, 2000

This rule establishes Phase 2 exhaust emission standards 

for HC+ NOx for nonroad handheld (HH) spark-ignition 

engines ≤19kW (≤25hp). The Phase 2 standards are 

phased in from 2002-2005 for Class III and Class IV 

engines and are phased in from 2004-2007 for Class V 

engines.

Control of Emissions From Nonroad 

Large Spark-Ignition Engines and 

Recreational Engines (Marine and 

Land-Based); Final Rule

67 FR 68241

November 8, 2002

This rule establishes exhaust and evaporative standards 

for several nonroad categories: 

1) Two tiers of emission standards are established for large 

spark-ignition engines over 19 kW. Tier 1 includes exhaust 

standards for HC+ NOx and CO and is phased in from 

2004-2006. Tier 2 becomes effective in 2007 and includes 

exhaust standards for HC+ NOx and CO, as along with 

evaporative controls affecting fuel line permeation, diurnal 

emissions and running loss emissions.

2) Exhaust and evaporative emission standards are 

established for recreational vehicles, which include 

snowmobiles, off-highway motorcycles, and all-terrain 

vehicles (ATVs). For snowmobiles, HC and CO exhaust 
VI-21

Regulation Description

standards are phased-in from 2006-2012. For off-highway 

motorcycles, HC+ NOx and CO exhaust emission 

standards are phased in from 2006-2007. For ATVs, 

HC+NOx and CO exhaust emission standards are phased 

in from 2006-2007. Evaporative emission standards for 

fuel tank and hose permeation apply to all recreational 

vehicles beginning in 2008.

3) Exhaust emission standards for HC+ NOx, CO, and PM 

for recreational marine diesel engines over 50 hp begin in 

2006-2009, depending on the engine displacement. These 

are “Tier 2” equivalent standards.

Control of Emissions of Air Pollution 

From Nonroad Diesel Engines and 

Fuel; Final Rule (Clean Air Nonroad 

Diesel Rule – Tier 4)

69 FR 38958

June 29, 2004

This final rule sets Tier 4 exhaust standards for CI engines 

covering all hp categories (except marine and 

locomotives), and also regulates nonroad diesel fuel sulfur 

content.

1) The Tier 4 start dates and pollutants affected vary by hp 

and tier as follows:

 hp<25: 2008, PM only

 25-50 hp: Tier 4 transitional, 2008, PM only; 

 Tier 4 final, 2013, NMHC+ NOx and PM

 50-75 hp: Tier 4 transitional, 2008; PM only; 

 Tier 4 final, 2013, NMHC+ NOx and PM 

 75-175 hp: Tier 4 transitional, 2012, HC, NOx, and PM; 

 Tier 4 final, 2014, HC, NOx,PM

 175-750 hp:Tier 4 transitional, 2011, HC, NOx, and PM;

 Tier 4 final, 2014, HC, NOx,PM

 >750 hp: Tier 4 transitional, 2011, HC, NOx, and PM; 

 Tier 4 final, 2015, HC, NOx,PM

2) This rule will reduce nonroad diesel fuel sulfur levels in 

two steps. First, starting in 2007, fuel sulfur levels in 

nonroad diesel fuel will be limited to a maximum of 500 

ppm, the same as for current highway diesel fuel. Second, 

starting in 2010, fuel sulfur levels in most nonroad diesel 

fuel will be reduced to 15 ppm.

Control of Emissions From Nonroad 

Spark-Ignition Engines and 

Equipment; Final Rule (Bond Rule)

73 FR 59034

October 8, 2008

This rule establishes exhaust and evaporative standards 

for small SI engines and marine SI engines:

1) Phase 3 HC+ NOx exhaust emission standards are 

established for Class I NHH engines starting in 2012 and 

for Class II NHH engines starting in 2011. There are no 

new exhaust emission standards for handheld engines. 

New evaporative standards are adopted for both handheld 

and nonhandheld equipment. The new evaporative 

standards control fuel tank permeation, fuel hose 

permeation, and diffusion losses. The evaporative 

standards begin in 2012 for Class I NHH engines and 2011 

for Class II NHH engines. For handheld engines, the 

evaporative standards are phased-in from 2012-2016.

2) More stringent HC+ NOx and CO standards are 

established for marine SI PWC/OB engines beginning in 

2010. In addition, new exhaust HC+ NOx and CO 

standards are established for sterndrive and inboard (SD/I) 

marine SI engines also beginning in 2010. High 
VI-22

Regulation Description

performance SD/I engines are subject to separate HC+ 

NOx and CO exhaust standards that are phased-in from 

2010-2011. New evaporative standards were also adopted 

for all marine SI engines that control fuel hose permeation, 

diurnal emissions, and fuel tank permeation emissions. 

The hose permeation, diurnal, and tank permeation 

standards take effect in 2009, 2010, and 2011, 

respectively.

5.1.6 NONROAD Model Run Operation

The NONROAD model run operation comprises the inputting of the climatic and fuel 

specification data and New Jersey specific files into the model template panels, the running of 

the model, and the selection of the model run output format included in reporting utility panels. 

The settings for each template and reporting utility panel in the NONROAD model are detailed 

below.

NONROAD MODEL TEMPLATE SETTINGS 

• OPTIONS: A short descriptive term for the run is entered for each State specific run and 

also all the temperature and fuel oil parameters included in Exhibit 5.1.1 above.

• GEOGRAPHY: The “county” option was selected for each State specific run. All 

counties within the New Jersey were selected for the run.

• PERIOD: Includes the episode, growth and technology panels. On the episode panel,

the year 2025 was selected in the drop down box and added to the year selections area. 

This automatically directs the model to grow emissions and apply all phased-in nonroad 

control measures to the end of this episode year unless the user specifies that a different 

year be used as the technology year to end all control measure phase-ins. This is an 

important feature of the nonroad model because nonroad control measures usually 

phase-in over a certain number of years. This is unlike point and area sector control 

measures which are generally effective on a particular date. Thus to determine 

uncontrolled emissions after the baseline (2007) for the last year of the maintenance 

period (2025), the year 2025 for growth remains the same but now the year 2007 will be 

selected in the drop down box for the technology panel. Additionally, selections were 

made to specify emissions for a total annual period. 

• SOURCES: All sources were selected. Thus all fuels and all vehicle types were selected 

for each State run. Aircraft ground support equipment was included in the run 

specifications but those records were removed during post-processing steps.

• REGION: The “county” option was selected for the State of New Jersey. Thus all 

counties within the New Jersey were selected for the 13 runs to be conducted for each 

county included within the New Jersey portions of the New York North New Jersey-Long 

Island and Connecticut and the Philadelphia-Wilmington Pennsylvania-New JerseyDelaware PM2.5 Nonattainment Areas.

• ADVANCED OPTIONS: GEOGRAPHIC ALLOCATION: The NONROAD model default 

file for housing “NJ_HOUSE.ALO” was replaced with the updated New Jersey housing 

file created by AMEC “34000hou.ALO” discussed in Section 5.1.2 above. Additionally, 

the NONROAD model default file for population “NJ_POP.ALO” was replaced with the 

updated New Jersey population file “34000cen.ALO”. These files can be found in the 

2025 Non-Road Model Inputs directory included in Attachment 3.
VI-23

• ADVANCED OPTIONS: EQUIP. POPULATION: The NONROAD model default nonroad 

equipment population, “NJ.POP”, was replaced with the updated New Jersey nonroad 

equipment population “34000.pop”. This file can be found in the 2025 Non-Road Model 

Inputs directory included in Attachment 3. 

• MODEL: Select RUN with template options to run model.

REPORTING UTILITY SETTINGS

• REPORTS: Select the Emissions Totals by SCC.

• SELECT RUN TO USE: Select the desired run imported from the output file of the 

NONROAD MODEL

• REPORT ONE STATE/COUNTY: Select desired county in New Jersey. 

• POLLUTANTS TO REPORT: Select all pollutants.

• SELECT THE HC: Select VOC.

• SELECT THE PM SIZE: Select PM2.5.

Specifics on the controlled and uncontrolled runs conducted with these template and reporting 

utility settings, other assumptions and references for data can be found in the 2025 Non-Road 

Model Output files included in Attachment 3. 

5.1.7 NON-ROAD Model Equipment Emission Inventory

Table 9 summarizes the 2025 non-road model source emission inventory by county for PM2.5, 

NOx and SO2. Appendix V, Attachment 7 contains the detailed nonroad source emission 

inventories. This attachment is only available electronically.

Table 9

2025 NON-ROAD Model Equipment

Emission Inventory by County, Nonattainment Area (NAA) and Pollutant

County

PM2.5*

Tons per Year

NOx

Tons per Year

SO2

Tons per Year

New Jersey Portion of Northern NJ-NY-CT NAA

Bergen 214 1,761 10

Essex 84 877 4

Hudson 55 771 3

Mercer 78 647 3

Middlesex 163 1,410 7

Monmouth 146 1,328 7

Morris 138 986 6

Passaic 70 660 4

Somerset 108 666 4

Union 89 693 4

Total 1,144 9,798 51

New Jersey Portion of Southern NJ-Phila. NAA

Burlington 93 772 4

Camden 69 593 3

Gloucester 61 468 2

Total 223 1,833 9
VI-24

5.1.8 Non-road Model Control Measure Benefit Calculations

Control measure emission benefits by nonattainment area were calculated by difference 

between the last year of the maintenance period emissions without control technologies applied 

after the base year (2007) and the last year of the maintenance period emissions (2025) with 

control technologies applied throughout this entire period (2007 to 2025). Emission benefits 

accrue from rules establishing lower emission standards for nonroad spark and compression 

ignition engines and nonroad diesel engines. Emisson benefits are summarized in Table 10 by 

county for PM2.5, NOx and SO2. Appendix V, Attachment 7 contains the detailed non-road 

source emission benefits. This attachment is only available electronically.

Table 10

2025 NON-ROAD Model Equipment

Emission Benefits by County, Nonattainment Area (NAA) and Pollutant

County

PM2.5*

Tons per Year

NOx

Tons per Year

SO2

Tons per Year

New Jersey Portion of Northern NJ-NY-CT NAA

Bergen 171 1,897 249

Essex 110 1,096 157

Hudson 111 1,023 158

Mercer 97 937 138

Middlesex 174 1,773 251

Monmouth 139 1,446 217

Morris 100 1,072 142

Passaic 72 722 101

Somerset 73 794 105

Union 69 750 98

Total 1,116 11,509 1,616

New Jersey Portion of Southern NJ-Phila. NAA

Burlington 93 889 127

Camden 67 682 93

Gloucester 52 516 73

Total 212 2,087 294

5.2 Commercial Marine Vessels (CMV)

For the purpose of emission calculations, CMV engines are divided into three categories based 

on displacement (swept volume) per cylinder. Category 1 and Category 2 marine diesel 

engines typically range in size from about 500 to 8,000 kW (700 to 11,000 hp). These engines 

are used to provide propulsion power on many kinds of vessels including towboats, assist tugs, 

pushboats, supply vessels, fishing vessels, and other commercial vessels in and around ports. 

They are also used as stand-alone generators for auxiliary electrical power on vessels. 

Category 3 marine diesel engines typically range in size from 2,500 to 70,000 kW (3,000 to 

100,000 hp). These are very large marine diesel engines used for propulsion power on oceangoing vessels such as container ships, oil tankers, bulk carriers and cruise ships.

The majority of marine vessels are powered by diesel engines that are either fueled with 

distillate or residual fuel oil blends. For the purpose of emission inventories, USEPA has 
VI-25

assumed that Category 3 vessels primarily use residual blends while Category 1 and 2 vessels 

typically use distillate fuels. 

CMV emission inventories for Category 1, 2 and 3 vessels were available from USEPA 2008 

National Emission Inventory (NEI).6

 This NEI database included residual and diesel fueled 

CMV emissions for both the port and underway operation modes of Cruise (C), Maneuver (M), 

Reduced Speed Zone (Z) and Hotelling (H) that can be configured into CMV Category 1, 2 and 

3 vessels emission inventories. This database was matched to GIS ArcInfo shape files for use in 

plotting emissions. 

New Jersey indicated that they had developed CMV emission inventories that they preferred 

over those provided by USEPA for certain counties. However, these emissions were only 

available in NIF area source file format (county/SCC summary level) and not spatially allocated. 

Thus for consistency, NJDEP mapped the shape files to determine exactly what constituted the 

port and underway areas in both South and North New Jersey. New Jersey visually determined 

that the USEPA shape files for the port mainly constituted the docking facilities themselves 

while those for the underway region constituted almost all the waterborne area outside or 

adjacent to the docking facilities. On this basis and following guidance included in a September 

28, 2011 email from Laurel Driver of the USEPA, New Jersey classified all residual fueled 

(Category 3) vessels not otherwise docked as conducting either a C or Z mode of underway 

operation and all residual fueled (Category 3) docked vessels as conducting an H mode of port 

operation. For all diesel fueled (Category 2) vessels, New Jersey classified them as mainly 

conducting either a C mode of underway operation, and in a few instances where EPA made 

this determination, as conducting a M mode of port operation. Exhibit 5.3 below provides a 

summary of these determinations as well as the Source Category Code (SCC) designation of 

each CMV operation included in the 2007 emission inventory:

Exhibit 5.2

CMV SCC, Description, Mode and Vessel Category

SCC Description Emission Mode Vessel Category

2280002100 Diesel Port M Category 1 & 2

2280002200 Diesel Underway C Category 1 & 2

2280003100 Residual Port H or M Category 3

2280003200 Residual Port C or Z Category 3

A description of how CMV emissions were determined for specific New Jersey counties follows 

below. This description is presented in two parts analogous with the different methodologies 

applied for those Northern New Jersey counties associated with the New York North New 

Jersey (NYNNJ) Harbor system and for those Southern New Jersey counties associated with 

the New Jersey Delaware River Basin. Only one county, Passaic County, was not associated 

with either the harbor system or the river basin. Therefore, New Jersey relied upon the USEPA 

2008 NEI to determine CMV emissions for this county.

 6 U.S. Environmental Protection Agency. Documentation for the Commercial Marine Vessel Component of the 

National Emissions Inventory Methodology, Eastern Research Group report # 0245.02.302.001, USEPA Contract 

number EP-D-07-097. March 30, 2010.
VI-26

5.2.1 New Jersey Portion of the NYNNJ Harbor System

The most significant New Jersey CMV operations occur in the NJ portion of the NYNNJ Harbor 

system. This encompasses the North Jersey counties of Bergen, Hudson, Essex, Union, 

Middlesex and Monmouth. CMV emissions for this harbor system were mainly developed from 

the information included in the CMV Emissions Inventory Report prepared by Starcrest 

Consulting Croup, LLC.7 This inventory was prepared as a part of the New York Harbor 

Deepening Project. This report relied on actual operational data, to the extent such information 

was available, and then used local activity parameters to extend emission estimates to those 

portions not directly inventoried. Actual operational data was obtained from extensive 

interviews with vessel operators, crew, pilots, and the United States Coast Guard’s vessel traffic 

system that tracks oceangoing commercial marine vessels from points of origin and destination. 

From these emission estimates were prepared based on estimated horsepower demand. The 

original inventory was conducted for the year 2000 and did not consider USEPA Tier 1 or 

MARPOL control measures for CMV. Therefore, NJDEP needed to grow the emissions to 

2007 and then apply USEPA Tier 1/MARPOL control factors to the grown emissions. 

New York New Jersey Port Authority (NYNJPA) Trade Statistics were used to grow the Northern 

NJ Starcrest emissions from 2000 to 2007. These trade statistics provide the total bulk and 

general cargo tonnage and the number of motor vehicles and twenty foot equivalent containers 

(TEUs) delivered to or from Northern Jersey ports from 2000 to 2007. New Jersey divided the 

amount of cargo, TEUs and cars delivered in 2007 over those delivered in 2000 to obtain growth 

factors to be applied to each type of category 3 vessel emissions associated with their delivery 

to and from the port. This is a direct correspondence because the Starcrest report includes 

separate emissions for each major type of category 3 vessel that operates in the port. For 

example, the growth in containers delivered to and from the port in 2000 to 2007 relates directly 

to the growth in containerships and hence the growth in their emissions during this period. 

Similarly, the growth in bulk and general cargo and cars respectively relates to the growth in 

category 3 bulk carriers, RoRo vessels and car carriers emissions. In concern for category 3 

tankers, the growth rate was based on the increase in petroleum products delivered to New 

Jersey from 2000 and 2007 as determined by the Energy Information Administration (EIA), 

United States Department of Energy.

The Starcrest report also specifically relates emissions from harborcraft such as assist tug boats 

to the specific type of OGV that they assist in their harbor maneuvering and docking so that the 

same OGV growth factors may be applied to them. In concern for towboats, which represent 

the other major contributor of harborcraft emissions that operates in the New York and North 

New Jersey harbor, New Jersey assumed that their growth would relate to the increase in bulk 

and general cargo from 2000 to 2007. This is because towboats pull or push barges that 

transport bulk and general cargo. 

5.2.2 New Jersey Portion of the Delaware River Basin

In concern for the Southern New Jersey counties associated with CMV operations in the 

Delaware River Basin, New Jersey relied on the above referenced USEPA NEI and the state of 

Pennsylvania. New Jersey used the USEPA NEI to develop all of its category 3 CMV underway 

and port emissions and the category 1 and 2 CMV port emissions for Mercer, Burlington, 

Camden and Gloucester counties. New Jersey used the Pennsylvania category 1 and 2 

 7 Starcrest Consulting Group, LLC, 2003, “The New York, Northern New Jersey, Long Island Nonattainment Area 

Commercial Marine Vessel Emissions Inventory”
VI-27

underway inventory to develop its own inventory for category 1 and 2 harborcraft underway 

emissions for these same counties. 

New Jersey assumed that CMV emissions generated in the New Jersey counties on the eastern 

bank of the Delaware River Basin except for individual port operations are equivalent to those 

generated in corresponding Pennsylvania counties located on the western bank. A similar 

allocation process had been agreed to by New Jersey and Pennsylvania as part of the 1990 

emission inventory submittal. New Jersey did not use the Pennsylvania inventory for category 3 

CMV emissions because Pennsylvania had also relied on the USEPA 2008 NEI to determine 

emissions for this category in the Delaware River Basin.

New Jersey obtained 2008 data from Pennsylvania and the USEPA NEI data was for 2008. No 

changes were made to the 2008 data for 2007 (i.e., the 2007 emissions were assumed to be 

equal to 2008). Also, New Jersey has no significant lightering operations. 

5.2.3 CMV Growth Factors

New Jersey grew its entire 2007 CMV inventory from 2007 to 2025 based on methodologies 

developed by the USEPA. The methodologies used to develop the 2025 emission projection 

(for both a baseline and controlled scenario) are documented in three regulatory impact 

assessments (RIA). The USEPA’s May 2008 RIA (EPA2008a) was used to develop the 2025 

projection year inventory for category 1 and 2 vessels (diesel). While the USEPA’s December 

2009 RIA (EPA2009a) and April 2009 proposal (EPA2009b) was used to develop the 2025 

projection year inventory for category 3 vessels (residual).8,9

 

5.2.4 CMV Diesel Growth Factors

For Category 1 and 2 diesel vessels, EPA2008a used projection data for domestic shipping 

from the EIA 2006. The annual growth rate is 0.9 percent. This growth rate applies to 

approximately 78 percent of all Category 1 and 2 diesel vessels. This percentage considers all 

the diesel vessels except for assist tugs. In concern for assist tugboats, New Jersey assumed 

that the assist tug growth rate would be equivalent with the growth rate of the category 3 

residual fueled vessels that they assist in maneuvering and docking procedures. Thus the 

annualized growth factor of 4.5 percent used for category 3 residual fueled vessels (See Section 

5.2.5 below) was considered in the final determination of an overall annualized growth factor of 

1.684 percent used for CMV diesel port emissions (SCC 22-80-002-100) and CMV diesel 

underway emissions (SCC 22-80-002-200). 

5.2.5 CMV Diesel Control Factors

Once the growth rate was applied, then a control factor for each pollutant was calculated by 

dividing the emission factor for the future year (2025) controlled emissions by the baseline 

(2007) controlled emission factor included in the controlled cmv diesel inventory developed for 

the EIA 2008. In developing their emission projections, USEPA considered the following 

scenarios that accounted for both the 2004 Nonroad diesel rule and the 2008 diesel marine 

vessel rule:

 

1. The impact of existing tier 1 and 2 engine regulations that took effect in 2007, 

 8 Regulatory Impact Analysis:Control of Emissions of Air Pollution from Category 3 Marine Diesel Engines. EPA420-

R-09-019. 9 Proposal to Designate an Emissions Control Area for Nitrogen Oxides, Sulfur Oxides, and Particulate Matter. 

EPA420-R-09-007.
VI-28

2. The 2004 Clean Air Nonroad Diesel Rule that will decrease the allowable levels 

of sulfur in fuel beginning in 2007, and 

3. Fleet turnover,

4. The reductions from USEPA’s 2008 rule Final Locomotive-Marine rule for Tier 3 

and 4 engines,

5. The 2008 final rule that includes the first-ever national emission standards for 

existing marine diesel engines, applying to engines larger than 600kW when they 

are remanufactured. The rule also sets Tier 3 emissions standards for newlybuilt engines that are phasing in from 2009. Finally, the rule establishes Tier 4 

standards; 

6. For newly-built commercial marine diesel engines above 600kW, phasing in 

beginning in 2014. 

Exhibit 5.2.5 shows the control factors to be applied from 2007 to 2025 for the two CMV diesel 

fueled classifications and pollutants. These control factors are applied directly to the grown 

emissions. Thus the NOx control factor of 0.415 would control NOx emissions by 58.5 percent.

Exhibit 5.2.5

CMV Diesel Control Factors by SCC and Pollutant

SCC NOx PM2.5 SO2

22-80-002-100, 200 0.415 0.428 0.080

5.2.6 CMV Residual Oil Growth Factors

For Category 3 residual oil vessels, data from EPA2009a was used to develop an annualized 

growth factor of 4.5 percent for the region. These growth factors were used for CMV residual oil 

port emissions (SCC 22-80-003-100) and CMV residual oil underway emissions (SCC 22-80-

003-200).

5.2.7 CMV Residual Oil Control Factors

On December 22, 2009, USEPA announced final emission standards under the Clean Air Act 

for new marine diesel engines with per-cylinder displacement at or above 30 liters (called 

Category 3 marine diesel engines) installed on U.S.-flagged vessels. The final engine 

standards are equivalent to those adopted in the amendments to Annex VI to the International 

Convention for the Prevention of Pollution from Ships (a treaty called "MARPOL"). The 

emission standards apply in two stages: near-term standards for newly-built engines will apply 

beginning in 2011, and long-term standards requiring an 80 percent reduction in NOx will begin 

in 2016. USEPA also adopted changes to the diesel fuel program to allow for the production 

and sale of diesel fuel with no more than 1,000 ppm sulfur for use in Category 3 marine vessels. 

The regulations generally forbid production and sale of fuels with more than 1,000 ppm sulfur for 

use in most U.S. waters, unless operators achieve equivalent emission reductions in other 

ways. 

On March 26, 2010, the International Maritime Organization (IMO) officially designated waters 

off North American coasts as an emissions control area (ECA) in which stringent international 

emission standards will apply to ships. In practice, implementation of the ECA means that ships 

entering the designated area would need to use compliant fuel for the duration of their voyage 

that is within that area, including time in port and voyages whose routes pass through the area 
VI-29

without calling on a port. The North American ECA includes waters adjacent the Atlantic 

extending up to 200 nautical miles from east coast of the US. The quality of fuel that complies 

with the ECA standard will change over time. From the effective date in 2012 until 2015, fuel 

used by vessels operating in designated areas cannot exceed 1.0 percent sulfur (10,000 ppm). 

Beginning in 2015, fuel used by vessels operating in these areas cannot exceed 0.1 percent 

sulfur (1000 ppm). Beginning in 2016, NOx after treatment requirements become applicable.

To calculate a control factor that accounted for reductions included in the USEPA controlled 

inventory, it was necessary to first calculate a “growth only” scenario applying USEPA’s 4.5 

percent annual growth rate to the 2007 base emissions. Once the growth rate was applied, 

then a control factor for each pollutant was calculated by dividing the future year controlled 

emissions by the future year “growth only” emissions. 

Exhibit 5.2.7 shows the control factors to apply to the residual CMV emissions grown from 2007 

to 2025. These control factors are applied directly to the grown emissions. Thus the NOx

control factor of 0.446 would control NOx emissions by 55.4 percent.

Exhibit 5.2.7

CMV Residual Oil Control Factors by SCC and Pollutant

SCC NOx PM2.5 SO2

SCC-80-003-100, 200 0.412 0.135 0.036

5.2.8 Commercial Marine Vessel Emission Inventory

Table 13 summarizes the 2025 CMV source emission inventory by county for PM2.5, NOx and 

SO2. Appendix V, Attachment 7 contains the detailed nonroad source emission inventories. 

This attachment is only available electronically.

Table 13

2025 Commercial Marine Vessel Emission Inventory by County and Pollutant

County

PM2.5*

Tons per Year

NOx

Tons per Year

SO2

Tons per Year

New Jersey Portion of Northern NJ-NY-CT NAA

Bergen 6 147 5

Essex 4 274 27

Hudson 49 1,877 109

Mercer 0 0 0

Middlesex 10 301 16

Monmouth 18 723 56

Morris 0 0 0

Passaic 0 4 0

Somerset 0 0 0

Union 49 1,911 133

Total 135 5,237 347

New Jersey Portion of Southern NJ-Phila. NAA

Burlington 0 11 3

Camden 20 732 45

Gloucester 14 510 63

Total 35 1,253 111
VI-30

Specifics on the equations used for the calculation of these emissions, other assumptions and 

references for data can be found in CMV file included in Attachment 3. 

5.2.9 CMV Control Measure Benefit Calculations

Control measure emission benefits by nonattainment area were calculated by difference 

between the last year of the maintenance period emissions (2025) without control technologies 

applied after the base year (2007) and the last year of the maintenance period emissions (2025) 

with control technologies applied throughout this entire period (2007 to 2025). Emission 

benefits accrue from exisitng tier 1 to 2 engine standards that take effect in 2008 and the long 

term effects of the May 2008 Final Locomotive-Marine rule for Tier 3 and 4 engines and the 

December 2009 rule on the new Tier standards for new category 3 diesel engines and the 

implementation of ECA. Emisson benefits are summarized in tables 14 by county for PM2.5, 

NOx and SO2. Appendix V, Attachment 7 contains the detailed CMV emission benefits. This 

attachment is only available electronically.

Table 14

2025 CMV Emission Benefits by County, Nonattainment Area (NAA) and Pollutant

County

PM2.5

Tons per Year

NOx

Tons per Year

SO2

Tons per Year

New Jersey Portion of Northern NJ-NY-CT NAA

Bergen 8 207 55

Essex 19 391 712

Hudson 147 2,661 2,447

Mercer 0 0 0

Middlesex 19 426 335

Monmouth 109 1,031 1,493

Morris 0 0 0

Passaic 0 5 1

Somerset 0 0 0

Union 120 2,710 3,122

Total 421 7,431 8,165

New Jersey Portion of Southern NJ-Phila. NAA

Burlington 1 15 85

Camden 107 1,042 1,186

Gloucester 73 726 1,691

Total 180 1,783 2,962

5.3 Aircraft

Aircraft emissions in the 2025 inventory are available on either a county-by-county or airport-byairport basis for six types of aircraft operations:

• Air carrier operations represent landings and take-offs (LTOs) of commercial aircraft with 

seating capacity of more than 60 seats (SCC 22-75-020-000);

• Commuter/air taxi operations are one category. Commuter operations include LTOs by 

aircraft with 60 or fewer seats that transport regional passengers on scheduled 

commercial flights. Air taxi operations include LTOs by aircraft with 60 or fewer seats 
VI-31

conducted on non-scheduled or for-hire flights (SCC 22-75-060-011 (Piston) or 012 

(Turbine);

• General aviation represents all civil aviation LTOs not classified as commercial (SCC 22-

75-050-011 (Piston) or 012 (Turbine): 

• Military operations represent LTOs by military aircraft (SCC 22-75-001-000); 

• Ground Support Equipment (GSE) typically includes aircraft refueling and baggage 

handling vehicles and equipment, aircraft towing vehicles, and passenger buses (SCC 

22-65-008-005 (4-Stroke Gasoline), 22-67-008-005 (LPG), 22-68-008-005 (CNG), 22-

70-008-005 (Diesel); and 

• Auxiliary power units (APUs) provide power to start the main engines and run the 

heating, cooling, and ventilation systems prior to starting the main engines. (SCC 22-75-

070-000). 

5.3.1 Emission Dispersion Modeling of New Jersey Airports

New Jersey aircraft emissions were calculated based on the number of landing and take-off 

(LTO) cycles generated at each airport. Nine Airports which are Newark Liberty International, 

Teterboro, Atlantic City, Morris Municipal, Essex County, Mercer County, Naval Lakehurst Base, 

Monmouth Executive and Millville Municipal supplied New Jersey with LTO counts for each 

specific aircraft type (i.e., Boeing 707, Airbus 300) that operated at their airport in 2007. These 

LTO counts were applied to the Emissions and Dispersion Modeling System (EDMS), the 

Federal Aviation Agency (FAA) aircraft emissions modeling tool, to determine their emissions. 

5.3.2 McGuire Air Force Base (McGuire)

McGuire Air Force Base (McGuire) supplied LTO and Touch and Go information for that facility 

for general conformity for the year 2005. This information was used for the year 2007 because 

there has not been any significant change to it. Information on time-in-mode, number of 

engines and emission factors for military aircraft was obtained from Air Emission Inventory 

Guidance for Mobile Sources at Air Force Installations, January 2002 and used to determine 

LTOs emissions at this facility. 

5.3.3 Federal Aviation Agency (FAA) Airports

For all other remaining airports, total LTO numbers for the aircraft categories of commercial, 

military, air taxi and general aviation airports were obtained from the FAA. An average aircraft 

emission factor developed from the most common aircraft types for a given category was 

applied to the total aircraft category counts. 

5.3.4 Aircraft Ground Support Equipment (GSE)

NJ provided GSE/Auxiliary Power Unit (APU) emissions for each of the seven major airports 

that submitted LTO fleet mix counts. The EDMS model determined these emissions by applying 

default GSE/APU equipment to those aircraft types that are known to use these units. Those 

emissions had GSE emissions as a single value without an indication of the fuel type of the 

equipment. In this case, the fuel type ratios used in the USEPA NEI were used to divide GSE 

emissions by their SCC designated fuel type. Those ratios are included in Exhibit 5.3.4 below: 
VI-32

Exhibit 5.4.4: GSE Fractional Apportionment 

SCC SCC Level Two Fraction

2265008005 Off-highway Vehicle Gasoline, 4-Stroke 0.1686

2267008005 LPG 0.0165

2268008005 CNG 0.0131

2270008005 Off-highway Vehicle Diesel 0.8017

In concern for those smaller airports whose emissions were not determined by the EDMS, they 

were considered to not generate any GSE/APU emissions because generally only small Air 

Taxi, General Aviation and Military aircraft operate from these airports. Many of these aircraft 

do not use GSE/APU.

5.3.5 Airport Growth Factors

Aircraft operations were projected to future years by applying activity growth using data on 

itinerant (ITN) operations at every airport in New Jersey as reported in the Federal Aviation 

Administration’s (FAA) Terminal Area Forecast (TAF) System for 2009-2030.10 The ITN 

operations are defined as aircraft take-offs or landings. This information is available for 

approximately 3300 individual airports. Actual LTOs are reported for 2007 and projected LTOs 

are provided for all years up to 2030.

The data was aggregated and applied at the county level for the four operation types: 

commercial, general, air taxi and military. A growth factor was computed for each operation 

type by dividing future-year ITN by 2007-year ITN. Inventory SCCs were assigned factors 

based on the operation type, as shown in Exhibit 5.3.5.1.

Exhibit 5.3.5.1: Crosswalk between SCC and FAA Operations Type

SCC SCC Description FAA Operation Type Used for 

Growth Factor

2265008005 Airport Ground Support Equipment, 4-Stroke Gas Total Itinerant Operations

2267008005 Airport Ground Support Equipment, LPG Total Itinerant Operations

2268008005 Airport Ground Support Equipment, CNG Total Itinerant Operations

2270008000 Airport Ground Support Equipment, Diesel Total Itinerant Operations

2270008005 Airport Ground Support Equipment, Diesel Total Itinerant Operations

2275001000 Aircraft /Military Aircraft /Total Itinerant Military Operations

2275020000 Aircraft /Commercial Aircraft /Total: All Types Itinerant Air Carrier Operations

2275050000 Aircraft /General Aviation /Total

Itinerant General Aviation 

Operations

2275050011 Aircraft /General Aviation /Piston

Itinerant General Aviation 

Operations

2275050012 Aircraft /General Aviation /Turbine

Itinerant General Aviation 

Operations

2275060000 Aircraft /Air Taxi /Total Itinerant Air Taxi Operations

2275060011 Aircraft /Air Taxi /Piston Itinerant Air Taxi Operations

 10 Federal Aviation Administration, Terminal Area Forecast 2009-2030 Database File
VI-33

SCC SCC Description FAA Operation Type Used for 

Growth Factor

2275060012 Aircraft /Air Taxi /Turbine Itinerant Air Taxi Operations

2275070000 Aircraft /Aircraft Auxiliary Power Units /Total Total Itinerant Operations

Exhibit 5.3.5.2 summarizes the region-wide growth factors by FAA operation type. The growth 

factor for individual airports/counties may deviate substantially from these region- wide growth 

factors.

Exhibit 5.3.5.2: Region-wide Growth Factors from 2007 by FAA Operations Type

5.3.6 Aircraft Control Factors

The NOx aircraft engine emissions standards adopted by USEPA in November 2005 were 

reviewed.11 The standards are equivalent to the NOx emission standards (adopted in 1999 for 

implementation beginning in 2004) of the United Nations International Civil Aviation 

Organization (ICAO), and will bring the US aircraft standards into alignment with the 

international standards. The standards apply to new aircraft engines used on commercial 

aircraft including small regional jets, single-aisle and twin-aisle aircraft, and 747s and larger 

aircraft. The standards also apply to general aviation and military aircraft, which sometimes use 

commercial engines. For example, small regional jet engines are used in executive general 

aviation aircraft, and larger commercial aircraft engines may be used in military transport 

aircraft. 

Nearly all previously certified or in-production engine models currently meet or perform better 

than the standards USEPA adopted in the November 2005 rule. In addition, manufacturers 

have already been developing improved technology in response to the ICAO standards. 

According to USEPA’s recent analysis for the proposed transport rule, this rule is expected to 

reduce NOx emissions by approximately 2 percent in 2015 and 3 percent in 2020.12 Because of 

the relatively small amount of NOx reductions, our aircraft emission projections do not account 

for this control program.

 11 U.S. Environmental Protection Agency. Control of Air Pollution from Aircraft and Aircraft Engines, Emission 

Standards and Test Procedures:Final Rule. November 17, 2005.

12 U.S. Environmental Protection Agency. Transport Rule Emission Inventories Notice of Data Availability 

(NODA). Docket ID No. EPA-HQ-QAR-2009-0491. October 27, 2010.
VI-34

USEPA has also issued an Advance Notice of Proposed Rulemaking (ANPR) on lead emissions 

from piston-engine aircraft using leaded aviation gasoline.13 However, this rule has not yet 

been adopted and co-benefits for criteria air pollutants are likely to be small. Therefore, the 

effects of this rule were not included in the future-year emissions projections.

5.3.7 Aircraft Emission Inventory

Table 15 summarizes the 2025 aircraft source emission inventory by county for PM2.5, NOx and 

SO2. Appendix V, Attachment 7 contains the detailed nonroad source emission inventories. 

This attachment is only available electronically.

Table 15

2025 Aircraft Emission Inventory by County and Pollutant

County

PM2.5*

Tons per Year

NOx

Tons per Year

SO2

Tons per Year

New Jersey Portion of Northern NJ-NY-CT NAA

Bergen 9 192 32

Essex 76 4,099 435

Hudson 0 0 0

Mercer 1 21 4

Middlesex 0 3 1

Monmouth 1 8 2

Morris 3 70 14

Passaic 0 2 0

Somerset 0 10 2

Union 0 5 1

Total 90 4,410 491

New Jersey Portion of Southern NJ-Phila.NAA

Burlington 52 540 20

Camden 0 1 0

Gloucester 0 5 1

Total 52 546 21

Specifics on the equations used for the calculation of these emissions, other assumptions and 

references for data can be found in the Aircraft file included in Attachment 3.

5.3.8 Aircraft Control Measure Benefit Calculations

Aircraft emission benefits were considered to be zero because of the relatively small amount of 

NOx emission reductions that occur in 2025 as explained in Section 5.3.6 above. 

5.4 Railroad Diesel Locomotives 

Railroad diesel locomotive engines are classified into the following categories:

 13 U.S> Environmental Protection Agency. Advance Notice of Proposed Rulemaking on Lead Emissions 

from Piston-Engine Aircraft Using Leaded Aviation gasoline. April 2010.
VI-35

• Class I line haul locomotives are operated by large freight railroad companies and are 

used to power freight train operations over long distances (SCC 22-85-002-006);

• Class II/III line haul locomotives are operated by smaller freight railroad companies and 

are used to power freight train operations over long distances (SCC 22-85-002-007);

• Inter-city passenger train locomotives are operated primarily by Amtrak to provide intercity passenger transport (SCC 22-85-002-008);

• Independent commuter rail systems operate locomotives provide passenger transport 

within a metropolitan area (SCC 22-85-002-009); and 

• Yard/switch locomotives are used in freight yards to assemble and disassemble trains, 

for short hauls of trains that are made up of only a few cars (SCC 22-85-002-010).

5.4.1 Class II/III Line Haul, Yard, Commuter and Passenger Diesel Locomotives

USEPA has developed fuel usage based emission factors for each of the above referenced 

locomotive engine categories. New Jersey developed its emission inventory for these 

categories by applying these emission factors to specific 2007 fuel usage data received from 

Class II/III line haul and independent commuter rail systems and yard/switch freight and 

commuter rail yards. An estimation of fuel consumption based on gross tons miles (tons of 

freight and number of cars multiplied by the miles traveled) and a fuel consumption index (gross 

ton miles per gallon of fuel) was prepared for those railroads that did not submit statewide fuel 

data. 

In concern for passenger locomotive emissions (AMTRAK), there were no emissions. This is 

because AMTRAK only used electric powered locomotives on the Northeast corridor line in New 

Jersey. These electric engines do not generate any emissions. 

5.4.2 Class I Line Haul Diesel Locomotives

In concern for the Class 1 line haul locomotives, New Jersey elected to use the ERTAC 2008 

inventory that was made available to the MARAMA states. The ERTAC rail inventory included 

both the State and the County level Class 1 line haul emissions in NIF format. This inventory 

was developed from national locomotive fuel consumption data and additional confidential 

information provided by the two major Class 1 line-haul railroads that operate in New Jersey 

(Norfolk Southern and CSX). All 2008 emissions were assumed to equal 2007 emissions. 

5.4.3 Railroad Diesel Locomotives Hydrocarbon Emissions

Both Class I and Class II/III emissions were reported as hydrocarbons (HC). These emissions 

were converted to VOC emissions by multiplying the HC emissions by a factor of 1.053.14 

5.4.4 Railroad Diesel Locomotives Growth Factors

In March 2008, USEPA finalized a three part diesel locomotive rule that will dramatically reduce 

emissions from diesel locomotives of all types -- line-haul, switch, and passenger rail. As part of 

this work, USEPA performed a Regulatory Impact Analysis (RIA) in May 2008 (EPA2008a), to 

 14 U.S. Environmental Protection Agency. Emission Factors for Locomotives; EPA-420F09025, 2009. 
VI-36

document the projection methodologies it utilized to develop the baseline (pre-control) and 

controlled diesel locomotive emissions included in the national emissions inventory for calendar 

years 2002 through 2040.15 These projection methodologies used 2006 Annual Energy Outlook 

energy use projection data from the U.S. Department of Energy, Energy Information 

Administration (EIA2006).16 This data showed that freight rail energy use will grow 1.6 percent 

annually. New Jersey used this growth rate for all diesel locomotive operations.

5.4.5 Railroad Diesel Locomotives Control Factors

To calculate control factors that accounted for reductions included in the USEPA controlled 

inventory, it was necessary to first calculate a “growth only” scenario applying USEPA’s 1.6 

percent annual growth rate to the 2007 baseline emissions without application of any diesel 

locomotive controls. The controlled inventory developed also used the EIA2206 1.6 percent 

annual growth in fuel use in addition to the consideration of the following control measures:

1. The impact of existing regulations for Tier 0, 1, and 2 locomotive engines that 

take effect in 2008,

2. The 2004 Clean Air Nonroad Diesel Rule that will decrease allowable levels of 

sulfur in locomotives fuel beginning in 2007,

3. Fleet turnover.

4. Reductions from USEPA’s 2008 Final Locomotive-Marine rule for Tier 3 and 4 

engines. This rule lowered diesel sulfur content and tightened emission 

standards for existing and new locomotives.

5. Voluntary retrofits under the National Clean Diesel Campaign are not included in 

these projections.

Once the growth rate was applied, then a control factor for each pollutant was calculated by 

dividing the future year controlled emissions by the future year “growth only” emissions. Exhibit 

5.4.5 shows the control factors to be applied from 2007 to 2025 for the four locomotive 

classifications and pollutants. These growth factors are applied directly to the grown 

emissions. Thus the NOx control factor of 0.412 would control emissions by 58.8 percent. 

Exhibit 5.4.5

Railroad Diesel Locomotive Control Factors by Pollutant, and SCC

SCC NOx PM2.5 SO2

SCC 22-85-002-006 Line Haul Class 1 Operations 0.412 0.252 0.003

SCC 22-85-002-007 Line Haul Class II / III Operations 0.852 0.688 0.003

SCC 22-85-002-009 Commuter Rail 0.241 0.180 0.003

SCC 22-85-002-010 Yard / Switch 0.634 0.534 0.003

 15 U.S. Environmental Protection Agency. Regulatory Impact Analysis: Control or Emissions of Air Pollution from 

Locomotive Engines and Marine Compression Engines Less than 30 Liters Per Cylinder. EPA420-R-08-001a. May 

2008.

16 U.S. Department of Energy, Energy Information Administration, Table A-7, Annual Energy Outlook with Projections 

to 2030 document, DOE/EIA-0383. February 2006.
VI-37

5.4.6 Railroad Diesel Locomotive Emission Inventory

Table 11 summarizes the 2025 diesel railroad source emission inventory by county for PM2.5, 

NOx and SO2. Appendix V, Attachment 7 contains the detailed nonroad source emission 

inventories. This attachment is only available electronically.

Table 11

Railroad Diesel Locomotive Emissions by

County, Nonattainment Area (NAA) and Pollutant

County

PM2.5

Tons per Year

NOx

Tons per Year

SO2

Tons per Year

New Jersey Portion of Northern NJ-NY-CT NAA

Bergen 8 438 0

Essex 6 316 0

Hudson 6 331 0

Mercer 1 61 0

Middlesex 7 355 0

Monmouth 3 165 0

Morris 2 136 0

Passaic 2 103 0

Somerset 3 176 0

Union 3 186 0

Total 41 2,267 0

New Jersey Portion of Southern NJ-Phila. NAA

Burlington 0 16 0

Camden 4 214 0

Gloucester 1 55 0

Total 5 284 0

Specifics on the equations used for the calculation of these emissions, other assumptions and 

references for data can be found in the Railroad file included in Attachment 3.

5.4.7: Railroad Diesel Locomotives Control Measure Benefit Calculations

Control measure benefits by nonattainment area were calculated by difference between the last 

year of the maintenance period emissions without control technologies applied after the base 

year (2007) and the last year of the maintenance period emissions (2025) with control 

technologies applied throughout this entire period (2007 to 2025). Emission benefits accrue 

from exisitng tier 0 to 2 engine standards that take effect in 2008 and the long term effects of 

the May 2008 Final Locomotive-Marine rule for Tier 3 and 4 engines. Emisson benefits are 

summarized by county for PM2.5, NOx and SO2. Appendix V, Attachment 7 contains the detailed 

Railroad emission benefits. This attachment is only available electronically.
VI-38

Table 12

2025 Railroad Emission Benefits

by County, Non Attainment Area (NAA) and Pollutant

County

PM2.5

Tons per Year

NOx

Tons per Year

SO2

Tons per Year

New Jersey Portion of Northern NJ-NY-CT NAA

Bergen 28 1,019 11

Essex 9 285 7

Hudson 16 542 8

Mercer 4 112 2

Middlesex 12 362 8

Monmouth 13 517 5

Morris 7 291 3

Passaic 7 277 3

Somerset 12 367 5

Union 12 418 5

Total 118 4,190 56

New Jersey Portion of Southern NJ-Phila. NAA

Burlington 0 4 0

Camden 6 204 4

Gloucester 1 13 1

Total 6 221 5

5.5 Total Non-road Emission Inventory

Table 16 summarizes NONROAD model equipment, CMV, Aircraft and Locomotive sources 

2025 annual emission inventory by county for PM2.5, NOx and SO2. Appendix V, Attachment 7

contains the detailed nonroad source emission inventories. This attachment is only available 

electronically.
VI-39

Table 16

Total 2025 Non-road Source Emission Inventory by County and Pollutant

County

PM2.5

Tons per Year

NOx

Tons per Year

SO2

Tons per Year

New Jersey Portion of Northern NJ-NY-CT NAA

Bergen 236 2,538 46

Essex 170 5,566 466

Hudson 110 2,979 112

Mercer 80 729 7

Middlesex 179 2,068 24

Monmouth 167 2,223 64

Morris 143 1,192 20

Passaic 72 768 4

Somerset 112 853 6

Union 141 2,795 138

Total 1,410 21,711 887

New Jersey Portion of Southern NJ-Phila. NAA

Burlington 145 1,338 27

Camden 93 1,539 48

Gloucester 77 1,037 66

Total 315 3,915 141

5.6 Total Non-road Control Measure Benefit Calculations

Control Measure emission benefits by nonattainment area were calculated by difference 

between the last year of the maintenance period emissions (2025) without control technologies 

applied after the base year (2007) and the last year of the maintenance period emissions (2025) 

with control technologies applied throughout this entire period (2007 to 2025). Table 

summarizes NONROAD model equipment, CMV, Aircraft and Locomotive sources 2025 annual 

emission benefits by county for PM2.5, NOx and SO2. Appendix V, Attachment 7 contains the 

detailed nonroad source emission inventories. This attachment is only available electronically.
VI-40

Table 17

Total 2025 Non-road Source Control Measure Benefits

by County, Nonattainment Area (NAA) and Pollutant

County

PM2.5

Tons per Year

NOx

Tons per Year

SO2

Tons per Year

New Jersey Portion of Northern NJ-NY-CT NAA

Bergen 206 3,123 315

Essex 138 1,741 876

Hudson 274 4,226 2,614

Mercer 101 1,049 139

Middlesex 204 2,561 594

Monmouth 261 2,994 1,715

Morris 107 1,364 145

Passaic 79 1,004 104

Somerset 84 1,161 110

Union 201 3,877 3,225

Total 1,655 23,129 9,836

New Jersey Portion of Southern NJ-Phila. NAA

Burlington 94 908 213

Camden 179 1,927 1,284

Gloucester 125 1,255 1,765

Total 398 4,090 3,261