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Enclosure 2, Attachment 3 - CALC-2013-0007, Revision 6, Annual Emissions During Construction, Operation, and Decommissioning Activities
	ML15043A410
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Site:	SHINE Medical Technologies
Issue date:	02/06/2015
From:	; SHINE Medical Technologies
To:	; Office of Nuclear Reactor Regulation
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128 pages follow ENCLOSURE 2 ATTACHMENT 3 SHINE MEDICAL TECHNOLOGIES, INC.

SHINE MEDICAL TECHNOLOGIES, INC. APPLICATION FOR CONSTRUCTION PERMIT RESPONSE TO REQUEST FOR ADDITIONAL INFORMATION CALC-2013-0007, REVISION 6 ANNUAL EMISSIONS DURING CONSTRUCTION, OPERATION, AND DECOMMISSIONING ACTIVITIES

CALC-2013-0007 Rev. 6 Page 1 of 23 Table of Contents 1.0 Introduction..................................................................................................................... 2 1.1 Purpose....................................................................................................................... 2 1.2 Scope.......................................................................................................................... 2 2.0 Design Inputs.................................................................................................................. 2 2.1 Criteria......................................................................................................................... 3 2.2 Assumptions................................................................................................................ 3 3.0 References...................................................................................................................... 7 4.0 Analysis........................................................................................................................... 8 5.0 Calculations and Results................................................................................................10 Appendix A............................................................................................................................ A-1 ATTACHMENTS:

ATTACHMENT 1 - Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks (6 Pages)

ATTACHMENT 2 - Gasoline and Industrial Engines United States Environmental Protection Agency Fifth Edition Compilation of Air Pollutant Emissions Factors, Volume 1: Stationary Point and Area Sources, Fifth Edition, Section 3.3 (9 Pages)

ATTACHMENT 3 - SHINE Medical Isotope Production Facility Emergency Diesel Generator and Building Heating Emissions Evaluation (20 Pages)

ATTACHMENT 4 - Heavy Construction Operations United States Environmental Protection Agency Fifth Edition Compilation of Air Pollutant Emissions Factors, Volume 1: Stationary Point and Area Sources, Fifth Edition, Section 13.2.3 (7 Pages)

ATTACHMENT 5 - Direct Emissions from Mobile Construction Sources (36 pages)

ATTACHMENT 6 - External Combustion Sources: Natural Gas Combustion United States Environmental Protection Agency Fifth Edition Compilation of Air Pollutant Emissions Factors, Volume 1: Stationary Point and Area Sources, Fifth Edition, Section 1.4 (10 pages)

ATTACHMENT 7 - Transportation Discipline Report Proposed SHINE Site Janesville, Wisconsin (2 pages)

CALC-2013-0007 Rev. 6 Page 2 of 23 1.0 Introduction An Environmental Report (ER) was submitted to the U.S. Nuclear Regulatory Commission (NRC) in the spring of 2013 as part of an application for a construction permit for a radioisotope production facility. During their review of the ER, the NRC issued requests for additional information (RAIs) regarding the proposed SHINE facility. Air emissions and greenhouse gas (GHG) emissions are quantified to support the NRCs review of the SHINE ER.

1.1 Purpose The purpose of this calculation is to quantify the air emissions and GHG emissions, and quantify the fugitive dust generated, during the construction, operations, and decommissioning phases.

1.2 Scope This calculation quantifies the air emissions and GHG emissions from proposed construction/demolition equipment; trucks for the monthly deliveries and shipments; and personnel vehicles that will be in use during the construction, operations, and decommissioning phases. This calculation also quanitifies the fugitive dust produced from the activities in the construction and decommissioning phases.

2.0 Design Inputs Information concerning the type and amount of equipment used during the construction phase is found in RFI-AMEC-2011-0033.

Information about the amount of land permanently and temporarily affected by activities inside and outside the site boundaries during the construction and decommissioning phases is found in RFI-S&L-2011-0047. A total of 41.01 acres [ac.] was determined to be the amount of land that will be permanently and temporarily disturbed and will produce fugitive dust during the construction phase. The land that is permanently and temporarily disturbed during the construction phase is the following:

1. 25.67 ac. of permanently disturbed agricultural land within the site boundaries;

2. 0.18 ac. permanently disturbed developed open space within the site boundaries;

3. 14.54 ac. of temporarily disturbed agricultural land within the site boundaries; and

4. 0.62 ac. of temporarily disturbed agricultural land that is outside the site boundaries for the water line that will run to the facility.

A total of 25.85 ac. was determined to be the amount of land that will be permanently disturbed and will produce fugitive dust during the decommissioning phase (RFI-S&L-2011-0047). That land that is permanently disturbed during the decommissioning phase is the following:

1. 25.67 ac. of permanently disturbed agricultural land within the site boundaries; and

2. 0.18 ac. permanently disturbed developed open space within the site boundaries.

RFI-AMEC-2012-0014 Attachment 1 provides the peak number of workers during the construction phase, which is 451 workers.

CALC-2013-0007 Rev. 6 Page 3 of 23 References 1 and 2 provide the emission factors for GHG and particulate matter for personnel vehicles; equipment used during the construction, operation, and decommissioning phases; and the trucks for the monthly deliveries and shipments.

Reference 3 provides the air emissions from the non-vehicular equipment that will be in use during the operations phase: the natural gas-fired boiler in the Production Facility Building and the natural gas-fired heaters in the Administration Building, Support Facility Building, Waste Staging & Shipping Building, and the Diesel Generator Building.

Reference 4 provides the fugitive dust emission rate that was used to calculate the total amount of fugitive dust that will be generated during the activities in the construction and decommissioning phases.

Additional GHG calculations for CH4 and N2O are provided in Appendix A. References 5 and 6 provide the emission factors for CH4 and N2O for the equipment that will be used during the construction and decommissioning phases; the non-vehicular equipment that will be used in the operations phase; the trucks for the monthly deliveries, shipments, and off-site waste shipments; and personnel vehicles. The analysis and assumptions that are used for these additional calculations are also provided in Appendix A.

Reference 7 provides the number of peak personnel vehicles and heavy trucks per day during the construction phase. Reference 7 states that the peak number of personnel vehicles during the construction phase will be 451 per day, which is consistent with the peak number of workers during the construction phase (451 workers) that was provided in RFI-AMEC-2012-0014.

Reference 7 also states that there would be 14 heavy trucks per day (420 heavy trucks per month) at the site for deliveries.

Attachments 1 through 7 contain the references that were used to support this calculation.

2.1 Criteria The criteria for this calculation are the following:

1. To quantify the amount of air emissions and GHG emissions from proposed construction/demolition equipment; trucks for monthly deliveries and shipments; and personnel vehicles that will be in use during the construction, operation, and decommissioning phases; and

2. To quantify the amount of fugitive dust that will be produced during activities in the construction, operations, and decommissioning phases.

2.2 Assumptions The following assumptions were made in this calculation:

General Assumptions:

1. The region of influence (ROI) has a 50 mile radius (PSAR Subsection 19.4.7.1.1). Workers who live inside the ROI are conservatively assumed to live on the edge of the 50 mile radius, and will have a total daily commute of 100 miles. Workers who lived outside the ROI are assumed to live 100 miles from the center of the ROI and will have a daily commute to and from the site of 200 miles. This calculation assumes that no one carpools.

CALC-2013-0007 Rev. 6 Page 4 of 23 Therefore, the number of personnel vehicles is equal to the number of personnel workers.

The peak number of vehicles for each phase was used to calculate the air and GHG emissions (see Equation 4-5 in Section 4.0). A standard passenger vehicle is assumed as the type of personnel vehicle. The fuel for the passenger vehicles is assumed to be gasoline.

2. The trucks that will be used for monthly deliveries and shipments during the construction, operations, and decommissioning phases are assumed to be semi-tractor/trailers that use diesel fuel. The use of diesel fuel is a bounding assumption, as diesel fuel has higher emission rates than gasoline. The following parameters are used in this calculation:

a. For the monthly deliveries and shipments during the construction, operations, and decommissioning phases, it is assumed that each semi-tractor/trailer would make one trip per month.

b. MapQuest was used to find the distances between the Southern Wisconsin Regional Airport (SWRA) in Janesville, WI, which is located 0.39 miles from the SHINE site (PSAR Table 2.2-5), and various destinations. The following options were chosen for each MapQuest search:

i. The shortest time option was chosen when MapQuest calculated a route; ii. If there were two route choices for a destination, then the longer of the two routes was chosen; and iii. Major U.S. highways were not avoided.

c. The number of miles between SWRA and the destinations were rounded up to the nearest hundred for additional conservatism.

d. The semi-tractor/trailers will travel at an average of 55 miles per hour (mph) for each trip.

e. Per trip, the amount of idle time for each semi-tractor/trailer with the engine running will be equal to the amount of driving time. The calculated driving time was rounded up to the nearest whole number, and this value was also used for the time spent idle with the engine running.

3. The proposed construction/demolition equipment used during the construction and decommissioning phases was assumed to use diesel fuel.

Construction Phase:

1. The construction phase consists of two parts: 1) the construction of the facility, and 2) preoperational testing and commissioning of the facility. Construction of the facility is estimated to take 12 months, and preoperational testing and commissioning of the facility is estimated to take 6 months (PSAR Section 19.2). In total, the entire duration of the construction phase is estimated to be 18 months.

2. The daily shift duration is assumed to be 10 hours1.157407e-4 days 0.00278 hours 1.653439e-5 weeks 3.805e-6 months per day for the entire construction phase.

The construction phase was assumed to occur 5 days per week for 50 weeks per year. For the construction equipment, it is assumed that the equipment will run for 5 hours5.787037e-5 days 0.00139 hours 8.267196e-6 weeks 1.9025e-6 months each day.

Construction equipment only in use during the construction activities portion of the construction phase (PSAR Table 19.2.0-2) was assumed to be in use for 1250 hours0.0145 days 0.347 hours 0.00207 weeks 4.75625e-4 months .

Construction equipment in use during both the construction activities and pre-operational portions of the construction phase was assumed to be in use for 1875 hours0.0217 days 0.521 hours 0.0031 weeks 7.134375e-4 months .

3. This calculation assumes that there will be 420 heavy trucks per month used for deliveries (corresponding to a peak construction traffic volume of 14 heavy vehicles per day, as described in PSAR Subsection 19.4.7.2.1), and 9 off-site waste shipments per month (as described in PSAR Section 19.2) during the entirety of the 18 month construction phase.

The off-site waste shipments are assumed to be non-radioactive domestic and industrial waste which will be picked up by a local waste disposal company, and delivered to a local

CALC-2013-0007 Rev. 6 Page 5 of 23 landfill. Air emissions and GHG emissions related to off-site waste shipments during the construction phase were therefore considered negligible.

4. The distance travelled by the semi-tractor/trailers during deliveries was calculated by finding the distances between SWRA to various cities along the East Coast and then SWRA to various cities along the West Coast. The cities that were chosen all had populations greater than 500,000 residents: Boston, MA; New York City, NY; Washington, D.C.; Charlotte, NC; Miami, FL; Seattle, WA; Portland, OR; San Francisco, CA; Los Angeles, CA; and San Diego, CA. The city farthest from SWRA was calculated to be San Francisco, CA. For a single semi-tractor/trailer, the total amount of distance travelled per trip is assumed to be 2200 miles. A single trip will take approximately 80 hours9.259259e-4 days 0.0222 hours 1.322751e-4 weeks 3.044e-5 months (40 hours4.62963e-4 days 0.0111 hours 6.613757e-5 weeks 1.522e-5 months driving time, 40 hours4.62963e-4 days 0.0111 hours 6.613757e-5 weeks 1.522e-5 months idle time with the engine running). For each semi-tractor/trailer, the total amount of distance traveled in one year will be 26,400 miles (960 hours0.0111 days 0.267 hours 0.00159 weeks 3.6528e-4 months ). For the duration of the construction phase, the total amount of distance travelled by each semi-tractor/trailer will be 39,600 miles (1440 hours0.0167 days 0.4 hours 0.00238 weeks 5.4792e-4 months ).

5. Estimates show that 253 out of the peak requirements of 451 construction phase workers are present within the ROI workforce (Reference 8, SHINE Response to RAI 19.2-5), and the remaining 198 construction phase workers relocate to within the ROI or commute to Rock County. Based on analysis of the overall Rock County labor force (PSAR Subsection 19.4.7.1.1), it is estimated that 17 percent of the existing labor force commutes to Rock County from other counties. Therefore, of the 451 workers travelling to and from the site each day, the number of workers commuting 100 miles daily is assumed to be 417 and the number of workers commuting 200 miles daily is assumed to be 34 (representing the 17 percent of the 198 construction phase workers not available within the ROI which choose to commute to Rock County). The number of days per year that the workers will be commuting is assumed to be 250 (5 days per week for 50 weeks per year).

The total number of days for the construction phase that the workers will be commuting is assumed to be 375 (5 days per week for 75 weeks).

6. This calculation assumes that the land that will be both permanently and temporarily disturbed, inside and outside the site boundary, will comprise the total acreage of land that will produce fugitive dust. It is assumed that the 0.62 ac. outside the SHINE facility represents the installation of a water line that will run to the SHINE facility. This calculation assumes that no mitigative actions will be taken for fugitive dust.

Operations Phase:

1. As stated in PSAR Section 19.2, there will be a monthly average of 36 truck deliveries (providing necessary materials to support the operation of SHINE, including low enriched uranium metal and tritium gas). The semi-tractor/trailers are assumed to travel from San Francisco, CA, as described in Construction Phase Assumption #4. The distance traveled was assumed to be 2200 miles per trip and will take 80 hours9.259259e-4 days 0.0222 hours 1.322751e-4 weeks 3.044e-5 months (40 hours4.62963e-4 days 0.0111 hours 6.613757e-5 weeks 1.522e-5 months driving time, 40 hours4.62963e-4 days 0.0111 hours 6.613757e-5 weeks 1.522e-5 months idle time with the engine running). For each semi-tractor/trailer, the total amount of distance travelled per year will be 26,400 miles (960 hours0.0111 days 0.267 hours 0.00159 weeks 3.6528e-4 months ) per year.

2. As stated in PSAR Section 19.2, there will be one off-site (non-radiological) waste shipment per month. It was assumed the waste will be picked up by a local waste disposal company and delivered to a local landfill. Air emissions and GHG emissions related to off-site (non-radiological) waste shipments during the operations phase were therefore considered negligible.

3. It is assumed that there will be three off-site radiological waste shipments per month. All shipments are assumed to be shipped to the EnergySolutions facility in Clive, UT. The roundtrip distance was calculated to be 3000 miles and will take 110 hours0.00127 days 0.0306 hours 1.818783e-4 weeks 4.1855e-5 months per trip (55 hours6.365741e-4 days 0.0153 hours 9.093915e-5 weeks 2.09275e-5 months

CALC-2013-0007 Rev. 6 Page 6 of 23 driving time, 55 hours6.365741e-4 days 0.0153 hours 9.093915e-5 weeks 2.09275e-5 months idle time with the engine running). The total amount of distance travelled per year for a single semi-tractor/trailer will be 36,000 miles (1320 hours0.0153 days 0.367 hours 0.00218 weeks 5.0226e-4 months ).

4. The assumed number of product shipments per month is 39 (468 per year, as stated in PSAR Subsection 19.4.10.1.3). Although it is expected that most product shipments will be by air, all shipments are assumed to be made via semi-tractor/trailer and shipped to the Lantheus Medical Imaging facility in North Billerica, MA. Because of the significant increase in travel time by semi-tractor/trailer versus by air, air and GHG emissions from product shipments made by semi-tractor/trailer bound those air and GHG emissions from product shipments made by air. The roundtrip distance was calculated to be 2300 miles and will take 84 hours9.722222e-4 days 0.0233 hours 1.388889e-4 weeks 3.1962e-5 months per trip (42 hours4.861111e-4 days 0.0117 hours 6.944444e-5 weeks 1.5981e-5 months driving time, 42 hours4.861111e-4 days 0.0117 hours 6.944444e-5 weeks 1.5981e-5 months idle time with the engine running).

The total amount of distance travelled per year for a single semi-tractor/trailer will be 27,600 miles (1008 hours0.0117 days 0.28 hours 0.00167 weeks 3.83544e-4 months ).

5. Of the 150 workers that will be commuting to and from the SHINE site daily, 139 workers are assumed to commute 100 miles daily and 11 workers are assumed to commute 200 miles (PSAR Subsection 19.4.7.1.1). The number of days per year that the workers will be commuting is assumed to be 250 (5 days per week for 50 weeks per year).

6. The parking lots and access roads within the site boundary and leading to the highway will be paved, so no fugitive dust is assumed to be created during the operations phase.

Decommissioning Phase:

1. The equipment used for decommissioning activities is found in PSAR Table 19.2.0-2. It is assumed that for each equipment type, the amount of equipment that will be used during decommissioning activities is equal to half the amount that will be used during construction activities (and rounded up to the nearest whole number value). This is a valid assumption because the duration of decommissioning activities is assumed to be half the duration of the first part of the construction phase (construction of the facility is 12 months). Therefore, the total duration of the decommissioning phase is 6 months (25 weeks).

2. It is assumed that the total amount of time that a piece of equipment would be in operation during the decommissioning phase is equal to half the total amount of time the equipment was in operation during the construction of the facility. Therefore, the total amount of time that the demolition equipment would be in operation during the 6 month duration of the decommissioning phase would be 625 hours0.00723 days 0.174 hours 0.00103 weeks 2.378125e-4 months .

3. This calculation assumes that there will be 72 truck deliveries and 191 off-site waste shipments per month during the decommissioning phase (as described in PSAR Section 19.2).

a. For the 72 monthly truck deliveries, the semi-tractor/trailers are assumed to travel from San Francisco, CA, as described in Construction Phase Assumption #4. The distance traveled was assumed to be 2200 miles per trip and will take 80 hours9.259259e-4 days 0.0222 hours 1.322751e-4 weeks 3.044e-5 months (40 hours4.62963e-4 days 0.0111 hours 6.613757e-5 weeks 1.522e-5 months driving time, 40 hours4.62963e-4 days 0.0111 hours 6.613757e-5 weeks 1.522e-5 months idle time with the engine running). For each semi-tractor/trailer, the total amount of distance travelled during the 6 month duration of the decommissioning phase will be 13,200 miles (480 hours0.00556 days 0.133 hours 7.936508e-4 weeks 1.8264e-4 months ).

b. Although off-site waste shipments during the decommissioning will consist of both non-radioactive domestic and industrial waste shipments and radiological waste shipments, this calculation assumes that all of the off-site waste shipments are radiological waste and will be shipped to the EnergySolutions facility in Clive, UT. The roundtrip distance was calculated to be 3000 miles and will take 110 hours0.00127 days 0.0306 hours 1.818783e-4 weeks 4.1855e-5 months per trip (55 hours6.365741e-4 days 0.0153 hours 9.093915e-5 weeks 2.09275e-5 months driving time, 55 hours6.365741e-4 days 0.0153 hours 9.093915e-5 weeks 2.09275e-5 months idle time with the engine running). For each semi-tractor/trailer, the total amount of distance travelled during the 6 month duration of the decommissioning phase will be 18,000 miles (660 hours0.00764 days 0.183 hours 0.00109 weeks 2.5113e-4 months ).

CALC-2013-0007 Rev. 6 Page 7 of 23

4. Of the 261 workers that will be commuting to and from the SHINE site daily, 239 workers will commute 100 miles daily and 22 workers will commute 200 miles daily (PSAR Subsection 19.4.7.1.1). The number of days during the 6 month duration of the decommissioning phase that the workers will be commuting is assumed to be 125 (5 days per week for 25 weeks).

5. This calculation assumes that a cap will be placed on the water line during decommissioning activities and the pipe will not be removed during this phase. Therefore, the 0.62 ac. is not counted in the amount of land to be disturbed during the decommissioning phase.

Additionally, the total amount of acreage that may be disturbed during decommissioning activities was only the land that was permanently converted to industrial use during the construction phase. This calculation assumes that no mitigative actions were taken for fugitive dust.

3.0 References

1.

Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks, United States Environmental Protection Agency, Website accessed:

http://www.epa.gov/otaq/consumer/420f08024.pdf, Date accessed: July 23, 2013.

2.

Gasoline and Industrial Engines, Chapter 3, Section 3.3, Table 3.3-1, United States Environmental Protection Agency Fifth Edition Compilation of Air Pollutant Emissions Factors, Volume 1: Stationary Point and Area Sources, AP-42, Fifth Edition, USEPA, Website accessed: http://www.epa.gov/ttn/chief/ap42/ch03/final/c03s03.pdf, Date accessed: July 22, 2013.

3.

SHINE Medical Isotope Production Facility Emergency Diesel Generator and Building Heating Emissions Evaluation, SL-011348, Rev. 1, Sargent & Lundy, August 9, 2012.

4.

Heavy Construction Operations, Chapter 13, Section 13.2.3, United States Environmental Protection Agency Fifth Edition Compilation of Air Pollutant Emissions Factors, Volume 1: Stationary Point and Area Sources, AP-42, Fifth Edition, USEPA, Website accessed: http://www.epa.gov/ttnchie1/ap42/ch13/final/c13s02-3.pdf, Date accessed: August 6, 2013.

5.

Direct Emissions from Mobile Combustion Sources, Table A-1 and Table A-6, Appendix A, United States Environmental Protection Agency Report EPA430-K-08-004, USEPA, May 2008.

6.

External Combustion Sources, Chapter 1, Section 1.4, Table 1.4-2, United States Environmental Protection Agency Fifth Edition Compilation of Air Pollutant Emissions Factors, Volume 1: Stationary Point and Area Sources, AP-42, Fifth Edition, USEPA, Website accessed: http://www.epa.gov/ttn/chief/ap42/ch01/final/c01s04.pdf, Date accessed: October 3, 2013.

7.

Transportation Discipline Report Proposed SHINE Site Janesville, Wisconsin, Prepared for SHINE Medical Technologies by AMEC, August 31, 2012.

8.

SHINE Medical Technologies, Inc. letter to NRC, dated October 15, 2014, SHINE Medical Technologies, Inc. Application for Construction Permit, Response to Request for Additional Information (ML14296A189)

9.

Direct Emissions from Stationary Combustion Sources, United States Environmental Protection Agency, Website accessed: http://www.epa.gov/climateleadership/

documents/resources/stationarycombustionguidance.pdf, Date accessed: January 9, 2015.

CALC-2013-0007 Rev. 6 Page 8 of 23 4.0 Analysis Information concerning the type and amount of equipment used during the construction phase was found in RFI-AMEC-2011-0033. The information in RFI-AMEC-2011-0033 was also used to estimate the type and amount of equipment that would be needed for decommissioning activities. RFI-AMEC-2011-0033 assumed that the construction phase would be 24 months long. However, this calculation assumes that the construction phase has two parts, construction of the facility (12 month duration) and a pre-operational portion (6 month duration). PSAR Table 19.2.0-2 was used to determine the construction equipment which would be in use during the construction activities portion of the construction phase (12 months), and the construction equipment that would be in use during both the construction activities and pre-operational portions of the construction phase (18 months). The total amount of each type of equipment was averaged for a time period of one month. Emission factors from Reference 2 were used to calculate the annual emissions [Tons/year {T/yr}] for carbon monoxide (CO), nitrogen oxide and nitrogen dioxide (NOx), particulate matter (PM), hydrocarbons, sulfur dioxide (SO2), and carbon dioxide (CO2). For decommissioning, this calculations assumes that demolition equipment, described in PSAR Table 19.2.0-2, will be in use during the 6-month duration of decommissioning phase (half the duration of the first part of the construction phase).

Equation 4-1 was used to calculate the annual emissions for equipment used in the construction phase and the decommissioning phase:

AER = EF x x hp x t x V (Equation 4-1)

Where, AER = Annual Emission Rate [T/yr]

EF = Emission Factor [lb/hp-hr]

hp = Horsepower of the equipment [hp]

t = number of hours the equipment is assumed to be used in one year [hr]

V = equipment utilization factor (see Equations 4-2, 4-3 and 4-4)

The equipment utilization factor (V) is the monthly average of the equipment needed for the construction and decommissioning phases, and was calculated for construction equipment in use during the construction activities portion of the construction phase (Vc), construction equipment in use during both the construction activities and pre-operational portions of the construction phase (Vc+p), and demolition equipment in use during the decommissioning phase (Vd), in accordance with PSAR Table 19.2.0-2, using the following equations:

Vc =

(Equation 4-2)

Vc+p =

(Equation 4-3)

Vd =

(Equation 4-4)

Where, Vc

= construction activities equipment utilization factor [unitless]

Vc+p = construction activities and pre-operational portion equipment utilization factor [unitless]

Vd

= decommissioning phase equipment utilization factor [unitless]

v-m = equipment operation months [total amount of equipment]

CALC-2013-0007 Rev. 6 Page 9 of 23 To calculate the total emissions from the equipment that will be used in the construction phase, Equation 4-1 used the total number of hours that the equipment will be in use (Assumption 2 under Construction Phase in Section 2.2).

Equation 4-1 was used to calculate the annual emissions for the semi-tractor/trailers that are assumed to be used for the deliveries, shipments, and off-site waste shipments during the construction, operations, and decommissioning phases. The total emissions from the semi-tractor/trailers that will be used for the monthly deliveries, shipments, and off-site waste shipments used the total number of hours that each semi-tractor/trailer will be in use for these purposes during the duration of the construction phase (Assumption 4 under Construction Phase in Section 2.2).

To calculate personnel vehicle emissions, Equation 4-5 was used:

AVER = EFg x d x V x

. x x

(Equation 4-5)

Where, AVER = Annual Emissions Rate for personnel vehicles [T/yr]

EFg = Emission Factor for gasoline [grams/mile]

d = distance driven [miles]

V = number of personnel vehicles per day [vehicles/day]

To calculate the total emissions from the personnel vehicles during the construction phase, the total number of days that workers will be commuting to and from the site was used (Assumption 5 under Construction Phase in Section 2.2).

Equation 4-6 was used to calculate the amount of fugitive dust during the construction and decommissioning phases (Reference 4):

E = EFF

. x a x m (Equation 4-6)

Where, E = fugitive dust emissions [T]

EFF = fugitive dust emissions factor = 1.2 tons/acre-month of activity a = amount of acreage [ac.]

m = number of months [month]

For the construction phase, 18 months was used in Equation 4-6 to calculate the fugitive dust emissions for the entire duration of the construction phase. For decommissioning, 6 months was used in Equation 4-6 to calculate the fugitive dust emissions for the entire duration of decommissioning.

CALC-2013-0007 Rev. 6 Page 10 of 23 5.0 Calculations and Results Microsoft Excel file Air Emissions calculations.xlsx used the equations in Section 4.0 to calculate the air and GHG emissions that are provided in this section.

The results of this calculation are provided in Tables 1 through 12. For the construction phase, the emissions are provided as annual emissions [T/yr] and total emissions [T]. For the decommissioning phase, the total emissions [T] are provided since the duration of the decommissioning phase is only 6 months Table 12 provides the total annual emissions for equipment; semi-tractor/trailers used for deliveries, shipments, and off-site waste shipments; and personnel vehicles for the construction, operations, and decommissioning phases. Table 12 includes the total annual emissions from PSAR Table 19.4.2-8 for non-vehicular combustion (standby diesel generator and natural gas boiler and heaters) sources that will be in use during the operations phase.

The total amount of fugitive dust generated for the entire duration of the construction phase is 890 T. The amount of fugitive dust generated from the 25.85 ac. of land affected during the decommissioning phase is 190 T.

The assumptions, analysis, and results for methane (CH4) and nitrous oxide (N2O) emissions calculations can be found in Appendix A.

CALC-2013-0007 Rev. 6 Page 11 of 23 Table 1: Annual Emissions for Equipment Used During the Construction Phase Type of Vehicle Fuel Type Engine Horsepower (hp)

Total Amount of Equipment (18 month period)

Average per Month CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Asphalt Compactor Cat CB434C Diesel 107 5

0.28 1.24E-01 5.76E-01 4.09E-02 4.59E-02 3.81E-02 2.14E+01 Asphalt Paver, Barber Greene AP-1000 Diesel 174 5

0.28 2.02E-01 9.36E-01 6.65E-02 7.46E-02 6.19E-02 3.47E+01 Backhoe/Loader Cat 430 Diesel 105 67 3.72 1.63E+00 7.57E+00 5.37E-01 6.03E-01 5.01E-01 2.81E+02 Boom Lift JLG 800AJ Diesel 65 76 4.22 1.15E+00 5.32E+00 3.77E-01 4.24E-01 3.52E-01 1.97E+02 Concrete Pump Putzmeister 47Z-Meter Diesel 300 29(b) 2.42 3.03E+00 1.40E+01 9.97E-01 1.12E+00 9.29E-01 5.21E+02 Crane (Lattice

Boom, Manitowoc 8000 - 80t)

Diesel 205 13(b) 1.08 9.27E-01 4.30E+00 3.05E-01 3.43E-01 2.85E-01 1.60E+02 Crane (Picker, Grove RT530E-2 30t)

Diesel 160 55(b) 4.58 3.06E+00 1.42E+01 1.01E+00 1.13E00 9.40E-01 5.27E+02 Crane (Picker, Grove RT600E-50t)

Diesel 173 11(b) 0.92 6.62E-01 3.07E+00 2.18E-01 2.45E-01 2.03E-01 1.14E+02 Dump, Dual axel (15 cy)

Mack Diesel 350 47 2.61 3.82E+00 1.77E+01 1.26E+00 1.41E+00 1.17E+00 6.57E+02 Excavator (Large, Cat 345D L)

Diesel 380 5(b) 0.42 6.61E-01 3.07E+00 2.18E-01 2.44E-01 2.03E-01 1.14E+02

CALC-2013-0007 Rev. 6 Page 12 of 23 Type of Vehicle Fuel Type Engine Horsepower (hp)

Total Amount of Equipment (18 month period)

Average per Month CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Excavator (Medium, Cat 321D LCR)

Diesel 148 13(b) 1.08 6.69E-01 3.11E+00 2.20E-01 2.48E-01 2.05E-01 1.15E+02 Extended Forklift Lull 1044C-54 Diesel 115 97 5.39 2.59E+00 1.20E+01 8.52E-01 9.57E-01 7.94E-01 4.45E+02 Fuel Truck, Mack MP6 Diesel 150 14(b) 1.17 7.31E-01 3.39E+00 2.41E-01 2.70E-01 2.24E-01 1.26E+02 Material Truck 2-1/2t F-650 Diesel 270 31 1.72 1.94E+00 9.01E+00 6.39E-01 7.18E-01 5.96E-01 3.34E+02 Mechanic's Truck 2-1/2t F-650 Diesel 270 27 1.50 1.69E+00 7.85E+00 5.57E-01 6.25E-01 5.19E-01 2.91E+02 Motor Grader Cat 140M Diesel 183 15 0.83 6.37E-01 2.95E+00 2.10E-01 2.35E-01 1.95E-01 1.10E+02 Pickup Truck F-250 Diesel 300 183 10.17 1.27E+01 5.91E+01 4.19E+00 4.71E+00 3.91E+00 2.19E+03 Semi-Tractor/

Trailer (20 cy)

Mack MP8 Diesel 450 69(b) 5.75 1.08E+01 5.01E+01 3.56E+00 3.99E+00 3.32E+00 1.86E+03 Skidsteer Loader Case SR200 Diesel 75 79 4.39 1.37E+00 6.38E+00 4.53E-01 5.08E-01 4.22E-01 2.37E+02 Tracked Dozer Cat D6 Diesel 150 21 1.17 7.31E-01 3.39E+00 2.41E-01 2.70E-01 2.24E-01 1.26E+02 Tracked Dozer Cat D7 Diesel 235 26 1.44 1.42E+00 6.58E+00 4.67E-01 5.24E-01 4.35E-01 2.44E+02 Tracked Dozer Cat D8 Diesel 310 19(b) 1.58 2.05E+00 9.51+00 6.75E-01 7.58E-01 6.29E-01 3.53E+02 Tracked Loader Cat 973C Diesel 242 43 2.39 2.41E+00 1.12E+01 7.95E-01 8.92E-01 7.41E-01 4.16E+02

CALC-2013-0007 Rev. 6 Page 13 of 23 Type of Vehicle Fuel Type Engine Horsepower (hp)

Total Amount of Equipment (18 month period)

Average per Month CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Vibratory Soil Compactor Cat C874 Diesel 156 14 0.78 5.07E-01 2.35E+00 1.67E-01 1.87E-01 1.55E-01 8.72E+01 Water Truck Mack MP6 Diesel 150 11 0.61 3.83E-01 1.78E+00 1.26E-01 1.42E-01 1.17E-01 6.59E+01 Portable Air Compressors Diesel 50 54 3.00 6.26E-01 2.91E+00 2.06E-01 2.32E-01 1.92E-01 1.08E+02 Portable Generators Diesel 50 61 3.39 7.07E-01 3.28E+00 2.33E-01 2.62E-01 2.17E-01 1.22E+02 Portable Welders Diesel 50 45 2.50 5.22E-01 2.42E+00 1.72E-01 1.93E-01 1.60E-01 8.98E+01 Walk Behind Compactor Diesel 50 23 1.28 2.67E-01 1.24E+00 8.78E-02 9.86E-02 8.19E-02 4.59E+01 Total 5.80E+01 2.69E+02 1.91E+01 2.15E+01 1.78E+01 9.99E+03 a) The units for annual emissions are in T/yr b) In accordance with PSAR Table 19.2.0-2, equipment only in use during construction activities portion of the construction phase (12 month duration).

CALC-2013-0007 Rev. 6 Page 14 of 23 Table 2: Total Emissions for Equipment Used During the Construction Phase Type of Vehicle Fuel Type Engine Horsepower (hp)

Total Amount of Equipment (18 month period)

Average per Month CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Asphalt Compactor Cat CB434C Diesel 107 5

0.28 1.86E-01 8.64E-01 6.13E-02 6.88E-02 5.71E-02 3.20E+01 Asphalt Paver, Barber Greene AP-1000 Diesel 174 5

0.28 3.03E-01 1.40E+00 9.97E-02 1.12E-01 9.29E-02 5.21E+01 Backhoe/Loader Cat 430 Diesel 105 67 3.72 2.45E+00 1.14E+01 8.06E-01 9.05E-01 7.51E-01 4.21E+02 Boom Lift JLG 800AJ Diesel 65 76 4.22 1.72E+00 7.98E+00 5.66E-01 6.36E-01 5.27E-01 2.96E+02 Concrete Pump Putzmeister 47Z-Meter Diesel 300 29(b) 2.42 3.03E+00 1.40E+01 9.97E-01 1.12E+00 9.29E-01 5.21E+02 Crane (Lattice

Boom, Manitowoc 8000 - 80t)

Diesel 205 13(b) 1.08 9.27E-01 4.30E+00 3.05E-01 3.43E-01 2.85E-01 1.60E+02 Crane (Picker, Grove RT530E-2 30t)

Diesel 160 55(b) 4.58 3.06E+00 1.42E+01 1.01E+00 1.13E+00 9.40E-01 5.27E+02 Crane (Picker, Grove RT600E-50t)

Diesel 173 11(b) 0.92 6.62E-01 3.07E+00 2.18E-01 2.45E-01 2.03E-01 1.14E+02 Dump, Dual axel (15 cy)

Mack Diesel 350 47 2.61 5.72E+00 2.66E+01 1.88E+00 2.12E+00 1.76E+00 9.85E+02 Excavator (Large, Cat 345D L)

Diesel 380 5(b) 0.42 6.61E-01 3.07E+00 2.18E-01 2.44E-01 2.03E-01 1.14E+02

CALC-2013-0007 Rev. 6 Page 15 of 23 Type of Vehicle Fuel Type Engine Horsepower (hp)

Total Amount of Equipment (18 month period)

Average per Month CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Excavator (Medium, Cat 321D LCR)

Diesel 148 13(b) 1.08 6.69E-01 3.11E+00 2.20E-01 2.48E-01 2.05E-01 1.15E+02 Extended Forklift Lull 1044C-54 Diesel 115 97 5.39 3.88E+00 1.80E+01 1.28E+00 1.44E+00 1.19E+00 6.68E+02 Fuel Truck, Mack MP6 Diesel 150 14(b) 1.17 7.31E-01 3.39E+00 2.41E-01 2.70E-01 2.24E-01 1.26E+02 Material Truck 2-1/2t F-650 Diesel 270 31 1.72 2.91E+00 1.35E+01 9.59E-01 1.08E+00 8.94E-01 5.01E+02 Mechanic's Truck 2-1/2t F-650 Diesel 270 27 1.50 2.54E+00 1.18E+01 8.35E-01 9.38E-01 7.78E-01 4.37E+02 Motor Grader Cat 140M Diesel 183 15 0.83 9.55E-01 4.43E+00 3.15E-01 3.53E-01 2.93E-01 1.64E+02 Pickup Truck F-250 Diesel 300 183 10.17 1.91E+01 8.86E+01 6.29E+00 7.06E+00 5.86E+00 3.29E+03 Semi-Tractor/

Trailer (20 cy)

Mack MP8 Diesel 450 69(b) 5.75 1.08E+01 5.01E+01 3.56E+00 3.99E+00 3.32E+00 1.86E+03 Skidsteer Loader Case SR200 Diesel 75 79 4.39 2.06E+00 9.57E+00 6.79E-01 7.62E-01 6.33E-01 3.55E+02 Tracked Dozer Cat D6 Diesel 150 21 1.17 1.10E+00 5.09E+00 3.61E-01 4.05E-01 3.36E-01 1.89E+02 Tracked Dozer Cat D7 Diesel 235 26 1.44 2.13E+00 9.87E+00 7.00E-01 7.86E-01 6.52E-01 3.66E+02 Tracked Dozer Cat D8 Diesel 310 19(b) 1.58 2.05E+00 9.51E+00 6.75E-01 7.58E-01 6.29E-01 3.53E+02 Tracked Loader Cat 973C Diesel 242 43 2.39 3.62E+00 1.68E+01 1.19E+00 1.34E+00 1.11E+00 6.23E+02

CALC-2013-0007 Rev. 6 Page 16 of 23 Type of Vehicle Fuel Type Engine Horsepower (hp)

Total Amount of Equipment (18 month period)

Average per Month CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Vibratory Soil Compactor Cat C874 Diesel 156 14 0.78 7.60E-01 3.53E+00 2.50E-01 2.81E-01 2.33E-01 1.31E+02 Water Truck Mack MP6 Diesel 150 11 0.61 5.74E-01 2.66E+00 1.89E-01 2.12E-01 1.76E-01 9.88E+01 Portable Air Compressors Diesel 50 54 3.00 9.39E-01 4.36E+00 3.09E-01 3.47E-01 2.88E-01 1.62E+02 Portable Generators Diesel 50 61 3.39 1.06E+00 4.92E+00 3.49E-01 3.92E-01 3.26E-01 1.83E+02 Portable Welders Diesel 50 45 2.50 7.83E-01 3.63E+00 2.58E-01 2.89E-01 2.40E-01 1.35E+02 Walk Behind Compactor Diesel 50 23 1.28 4.00E-01 1.86E+00 1.32E-01 1.48E-01 1.23E-01 6.89E+01 Total 7.58E+01 3.52E+02 2.50E+01 2.80E+01 2.33E+01 1.30E+04 a) The units for annual emissions are in T b) In accordance with PSAR Table 19.2.0-2, equipment only in use during construction activities portion of the construction phase (12 month duration).

CALC-2013-0007 Rev. 6 Page 17 of 23 Table 3: Annual Emissions for Deliveries During the Construction Phase Type of Vehicle Fuel Type Engine Horsepower (hp)

Monthly Average CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Semi-Tractor/Trailer (20 cy) Mack MP8 Diesel 450 420(b) 6.06E+02 2.81E+03 2.00E+02 2.24E+02 1.86E+02 1.04E+05 Total 6.06E+02 2.81E+03 2.00E+02 2.24E+02 1.86E+02 1.04E+05 a) The units for annual emissions are in T/yr b) See Section 2.2 for assumptions regarding distance/number of hours travelled.

Table 4: Total Emissions for Deliveries During the Construction Phase Type of Vehicle Fuel Type Engine Horsepower (hp)

Monthly Average CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Semi-Tractor/Trailer (20 cy) Mack MP8 Diesel 450 420(b) 9.09E+02 4.22E+03 2.99E+02 3.36E+02 2.79E+02 1.56E+05 Total 429 9.09E+02 4.22E+03 2.99E+02 3.36E+02 2.79E+02 1.56E+05 a) The units for total emissions are in T b) See Section 2.2 for assumptions regarding distance/number of hours travelled.

CALC-2013-0007 Rev. 6 Page 18 of 23 Table 5: Annual Emissions for Personnel Vehicles During the Construction Phase Type of Vehicle Fuel Type Engine Horsepower (hp)

Number of Vehicles CO(a)

NOx (a)

Hydrocarbons(a)

PM-10(a)

PM-2.5(a)

CO2 (a)

Standard Passenger Vehicle Gasoline 150 417(b) 1.08E+02 7.96E+00 1.24E+01 5.06E-02 4.71E-02 4.23E+03 Standard Passenger Vehicle Gasoline 150 34(c) 1.76E+01 1.30E+00 2.02E+00 8.25E-03 7.68E-03 6.90E+02 Total 451 1.26E+02 9.26E+00 1.44E+01 5.88E-02 5.48E-02 4.92E+03 a) The units for annual emissions are in T/yr b) The number of personnel vehicles that will have a daily total commute of 100 miles.

c) The number of personnel vehicles that will have a daily total commute of 200 miles.

Table 6: Total Emissions for Personnel Vehicles During the Construction Phase Type of Vehicle Fuel Type Engine Horsepower (hp)

Number of Vehicles CO(a)

NOx (a)

Hydrocarbons(a)

PM-10(a)

PM-2.5(a)

CO2 (a)

Standard Passenger Vehicle Gasoline 150 417(b) 1.62E+02 1.19E+01 1.86E+01 7.58E-02 7.07E-02 6.35E+03 Standard Passenger Vehicle Gasoline 150 34(c) 2.64E+01 1.95E+00 3.03E+00 1.24E-02 1.15E-02 1.04E+03 Total 451 1.88E+02 1.39E+01 2.16E+01 8.82E-02 8.22E-02 7.39E+03 a) The units for total emissions are in T b) The number of personnel vehicles that will have a daily total commute of 100 miles.

c) The number of personnel vehicles that will have a daily total commute of 200 miles.

CALC-2013-0007 Rev. 6 Page 19 of 23 Table 7: Annual Emissions for Deliveries, Off-site (Radiological) Waste Shipments, and Product Shipments During the Operations Phase Type of Vehicle Fuel Type Engine Horsepower (hp)

Monthly Average CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Semi-Tractor/Trailer (20 cy) Mack MP8 Diesel 450 36(b) 5.19E+01 2.41E+02 1.71E+01 1.92E+01 1.59E+01 8.94E+03 Semi-Tractor/Trailer (20 cy) Mack MP8 Diesel 450 3(c) 5.95E+00 2.76E+01 1.96E+00 2.20E+00 1.83E+00 1.02E+03 Semi-Tractor/Trailer (20 cy) Mack MP8 Diesel 450 39(d) 5.91E+01 2.74E+02 1.95E+01 2.18E+01 1.81E+01 1.02E+04 Total 1.17E+02 5.43E+02 3.85E+01 4.33E+01 3.59E+01 2.01E+04 a) The units for annual emissions are in T/yr b) See Section 2.2 for assumptions regarding monthly truck delivery distance/number of hours travelled.

c) See Section 2.2 for assumptions regarding off-site radiological waste shipment distance/number of hours travelled.

d) See Section 2.2 for assumptions regarding product shipment distance/number of hours travelled Table 8: Annual Emissions for Personnel Vehicles During the Operations Phase Type of Vehicle Fuel Type Engine Horsepower (hp)

Number of Vehicles CO(a)

NOx (a)

Hydrocarbons(a)

PM-10(a)

PM-2.5(a)

CO2 (a)

Standard Passenger Vehicle Gasoline 150 139(b) 3.60E+01 2.65E+00 4.13E+00 1.69E-02 1.57E-02 1.41E+03 Standard Passenger Vehicle Gasoline 150 11(c) 5.70E+00 4.20E-01 6.53E-01 2.67E-03 2.49E-03 2.23E+02 Total 150 4.17E+01 3.07E+00 4.78E+00 1.95E-02 1.82E-02 1.63E+03 a) The units for annual emissions are in T/yr b) The number of personnel vehicles that will have a daily total commute of 100 miles.

c) The number of personnel vehicles that will have a daily total commute of 200 miles.

CALC-2013-0007 Rev. 6 Page 20 of 23 Table 9: Total Emissions for Equipment Used During the Decommissioning Phase Type of Vehicle Fuel Type Engine Horsepower (hp)

Total Amount of Equipment (6 month period)

Monthly Average CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Backhoe/Loader Cat 430 Diesel 105 34 5.67 1.24E+00 5.76E+00 4.09E-01 4.59E-01 3.81E-01 2.14E+02 Boom Lift JLG 800AJ Diesel 65 38 6.33 8.59E-01 3.99E+00 2.83E-01 3.18E-01 2.64E-01 1.48E+02 Crane (Lattice Boom, Manitowoc 8000 - 80t) Diesel 205 7

1.17 4.99E-01 2.32E+00 1.64E-01 1.85E-01 1.53E-01 8.60E+01 Crane (Picker, Grove RT530E-2 30t)

Diesel 160 28 4.67 1.56E+00 7.23E+00 5.13E-01 5.76E-01 4.78E-01 2.68E+02 Crane (Picker, Grove RT600E-50t)

Diesel 173 6

1.00 3.61E-01 1.68E+00 1.19E-01 1.34E-01 1.11E-01 6.22E+01 Dump, Dual axel (15 cy) Mack Diesel 350 24 4.00 2.92E+00 1.36E+01 9.63E-01 1.08E+00 8.97E-01 5.03E+02 Excavator (Large, Cat 345D L)

Diesel 380 3

0.50 3.97E-01 1.84E+00 1.31E-01 1.47E-01 1.22E-01 6.83E+01 Excavator (Medium, Cat 321D LCR)

Diesel 148 7

1.17 3.60E-01 1.67E+00 1.19E-01 1.33E-01 1.11E-01 6.21E+01 Extended Forklift Lull 1044C-54 Diesel 115 49 8.17 1.96E+00 9.10E+00 6.46E-01 7.25E-01 6.02E-01 3.38E+02 Fuel Truck, Mack MP6 Diesel 150 7

1.17 3.65E-01 1.70E+00 1.20E-01 1.35E-01 1.12E-01 6.29E+01 Material Truck 2-1/2t F-650 Diesel 270 16 2.67 1.50E+00 6.98E+00 4.95E-01 5.56E-01 4.61E-01 2.59E+02 Mechanic's Truck 2-1/2t F-650 Diesel 270 14 2.33 1.32E+00 6.10E+00 4.33E-01 4.86E-01 4.04E-01 2.26E+02 Motor Grader Cat 140M Diesel 183 8

1.33 5.09E-01 2.36E+00 1.68E-01 1.88E-01 1.56E-01 8.77E+01 Pickup Truck F-250 Diesel 300 92 15.33 9.60E+00 4.46E+01 3.16E+00 3.55E+00 2.95E+00 1.65E+03

CALC-2013-0007 Rev. 6 Page 21 of 23 Type of Vehicle Fuel Type Engine Horsepower (hp)

Total Amount of Equipment (6 month period)

Monthly Average CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Semi-Tractor/Trailer (20 cy) Mack MP8 Diesel 450 35 5.83 5.48E+00 2.54E+01 1.80E+00 2.03E+00 1.68E+00 9.43E+02 Skidsteer Loader Case SR200 Diesel 75 40 6.67 1.04E+00 4.84E+00 3.44E-01 3.86E-01 3.20E-01 1.80E+02 Tracked Dozer Cat D6 Diesel 150 11 1.83 5.74E-01 2.66E+00 1.89E-01 2.12E-01 1.76E-01 9.88E+01 Tracked Dozer Cat D7 Diesel 235 13 2.17 1.06E+00 4.93E+00 3.50E-01 3.93E-01 3.26E-01 1.83E+02 Tracked Dozer Cat D8 Diesel 310 10 1.67 1.08E+00 5.01E+00 3.55E-01 3.99E-01 3.31E-01 1.86E+02 Tracked Loader Cat 973C Diesel 242 22 3.67 1.85E+00 8.60E+00 6.10E-01 6.85E-01 5.68E-01 3.19E+02 Vibratory Soil Compactor Cat C874 Diesel 156 7

1.17 3.80E-01 1.76E+00 1.25E-01 1.40E-01 1.17E-01 6.54E+01 Water Truck Mack MP6 Diesel 150 6

1.00 3.13E-01 1.45E+00 1.03E-01 1.16E-01 9.61E-02 5.39E+01 Portable Air Compressors Diesel 50 27 4.50 4.70E-01 2.18E+00 1.55E-01 1.74E-01 1.44E-01 8.09E+01 Portable Generators Diesel 50 31 5.17 5.39E-01 2.50E+00 1.78E-01 1.99E-01 1.65E-01 9.28E+01 Portable Welders Diesel 50 23 3.83 4.00E-01 1.86E+00 1.32E-01 1.48E-01 1.23E-01 6.89E+01 Walk Behind Compactor Diesel 50 12 2.00 2.09E-01 9.69E-01 6.88E-02 7.72E-02 6.41E-02 3.59E+01 Total 3.69E+01 1.71E+02 1.21E+01 1.36E+01 1.13E+01 6.35E+03 a) The units for annual emissions are in T

CALC-2013-0007 Rev. 6 Page 22 of 23 Table 10: Total Emissions for Deliveries and Off-site Waste Shipments During the Decommissioning Phase Type of Vehicle Fuel Type Engine Horsepower (hp)

Monthly Average CO(a)

NOx (a)

PM(a)

Hydrocarbons(a)

SO2 (a)

CO2 (a)

Semi-Tractor/Trailer (20 cy) Mack MP8 Diesel 450 72(b) 5.19E+01 2.41E+02 1.71E+01 1.92E+01 1.59E+01 8.94E+03 Semi-Tractor/Trailer (20 cy) Mack MP8 Diesel 450 191(c) 1.89E+02 8.79E+02 6.24E+01 7.01E+01 5.81E+01 3.26E+04 Total 263 2.41E+02 1.12E+03 7.95E+01 8.93E+01 7.41E+01 4.16E+04 a) The units for annual emissions are in T b) Deliveries and shipments - see Section 2.2 for assumptions regarding distance/number of hours travelled.

c) Off-site waste shipments - see Section 2.2 for assumptions regarding distance/number of hours travelled.

Table 11: Total Emissions for Personnel Vehicles During the Decommissioning Phase Type of Vehicle Fuel Type Engine Horsepower (hp)

Number of Vehicles CO(a)

NOx (a)

Hydrocarbons(a)

PM-10(a)

PM-2.5(a)

CO2 (a)

Standard Passenger Vehicle Gasoline 150 239(b) 3.20E+01 2.28E+00 3.55E+00 1.45E-02 1.35E-02 1.21E+03 Standard Passenger Vehicle Gasoline 150 22(c) 5.70E+00 4.20E-01 6.53E-01 2.67E-03 2.49E-03 2.23E+02 Total 261 3.67E+01 2.70E+00 4.20E+00 1.72E-02 1.60E-02 1.44E+03 a) The units for annual emissions are in T b) The number of personnel vehicles that will have a daily total commute of 100 miles.

c) The number of personnel vehicles that will have a daily total commute of 200 miles.

CALC-2013-0007 Rev. 6 Page 23 of 23 Table 12: Annual Emissions for Equipment; Deliveries, Product Shipments, and Off-site Waste Shipments; and Personnel Vehicles During the Construction, Operations, and Decommissioning Phases Annual Emissions (T/yr)

Emission Construction Operation(a)

Decommissioning(c)

CO 7.90E+02 1.70E+02 3.15E+02 NOx 3.09E+03 5.59E+02 1.29E+03 PM(b) 2.19E+02 3.95E+01 9.17E+01 Hydrocarbons 2.60E+02 4.88E+01 1.07E+02 SO2 2.04E+02 3.60E+01 8.54E+01 CO2 1.19E+05 3.74E+04 4.93E+04 a) The annual emissions includes the emissions from PSAR Table 19.4.2-8.

b) The data for particulate matter for personnel vehicles (PM-10 and PM-2.5) was added to calculate the total particulate matter data for personnel vehicles.

c) The decommissioning phase has a duration of 6 months, so the calculated annual emissions for the decommissioning phase are the total emissions from the 6 month duration of the decommissioning phase.

CALC-2013-0007 Rev. 6 Appendix A Page A-1 Appendix A Calculations for CH4 and N2O Emissions During the Construction, Operations, and Decommissioning Phases (9 Pages)

CALC-2013-0007 Rev. 6 Appendix A Page A-2 1.0 Purpose The purpose of this appendix is to provide additional calculations for greenhouse gas emissions for CH4 and N2O for construction, operation, and decommissioning activities.

Revision 5 corrected the N2O (controlled low NOx burner) emission factor to 0.64 lb/106scf.

Revision 4 erroneously used 0.064 lb/106scf as the emission factor.

2.0 Design Input References 5 and 6 provide the emission factors for CH4 and N2O.

2.1 Assumptions The assumptions that apply to the calculation for the construction, operations, and decommissioning phases apply to the calculations done in this appendix. The following are additional assumptions that were used to calculate CH4 and N2O.

Construction Phase:

1. The construction phase has two parts: the construction of the facility; and preoperational testing and commissioning. The duration of the first part of the construction phase, the construction of the facility, is assumed to be 12 months. Per PSAR Section 19.2, the amount of diesel fuel used during construction of the facility will be 24,587 gallons of diesel fuel per month, which equals 295,044 gallons of diesel fuel over the duration of the first part of the construction phase. The second part of the construction phase, the preoperational testing and commissioning, is assumed to have a duration of 6 months. Per PSAR Section 19.2, the amount of diesel fuel used during preoperational testing and commissioning will be 11,721 gallons of diesel fuel per month, which equals 70,326 gallons of diesel fuel over the duration of the second part of the construction phase. The total amount of diesel fuel for the entire construction phase (18 months) is 365,370 gallons of diesel fuel. Averaging the total amount of diesel fuel used for the entire construction phase and multiplying by 12, the amount of diesel fuel used per year during the construction phase is assumed to be 243,580 gallons per year.

2. Assumptions regarding the frequency and distance traveled of deliveries, off-site waste shipments, and personnel vehicles during the construction phase are described in Section 2.2 of the calculation.

Operations Phase:

1. Emission factors for CH4 and N2O from Reference 6 are used to calculate CH4 and N2O emissions from the natural gas-fired boiler in the Production Facility Building and the natural gas-fired heaters in the Administration Building, Support Facility Building, Waste Staging &

Shipping Building, and the Diesel Generator Building. The boiler and heaters are assumed to operate for 8400 hour0.0972 days 2.333 hours 0.0139 weeks 0.0032 months s/year (50 weeks per year, 7 days per week, 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months per day).

2. Emission factors for CH4 and N2O from Table A-1 of Reference 9 are used to calculate emissions from the standby diesel generator. To determine appropriate emission factors, the fuel type was assumed to be Petroleum, and the end-use sector was assumed to be Industry.

CALC-2013-0007 Rev. 6 Appendix A Page A-3

3. Assumptions regarding the frequency and distance traveled for deliveries, off-site waste shipments, product shipments, and personnel vehicles during the operations phase are described in Section 2.2 of the calculation.

Decommissioning Phase:

1. Per PSAR Section 19.2, the amount of diesel fuel used during the decommissioning phase will be 28,607 gallons of diesel fuel per month, which is 171,642 gallons of diesel for the duration of decommissioning activities (6 months).

2. Assumptions regarding the frequency and distance traveled for deliveries, off-site waste shipments, and personnel during the decommissioning phase are described in Section 2.2 of the calculation.

3.0 Analysis The following equation was used to calculate the CH4 and N2O emissions for construction and decommissioning equipment:

AER = EF x G x

. x (Equation A-1)

Where, AER = Annual Emission Rate [T/yr]

EF =

Emission Factor for diesel fuel [grams/gallon]

G =

Number of gallons of diesel fuel used per year [gallons/year]

As stated in Assumption 1 for Construction Phase in Section 2.1, the entire duration of the construction phase is 18 months and consists of two parts. Each part had a separate amount of diesel fuel used per month. The total amount of fuel was calculated for the entire 18 month duration of the construction phase, and then the average was found. This average was multiplied by 12 in order to find the amount of diesel fuel used in a single year. This amount is the number used for G in Equation A-1. To calculate the total CH4 and N2O emissions for the construction phase, the total amount of diesel fuel is used (see Assumption 1 under Construction Phase in Section 2.1 of this appendix).

As stated in Assumption 1 for Decommissioning Phase in Section 2.1, the duration of the decommissioning phase is 6 months. Therefore, the amount of diesel fuel used per month was multiplied by 6 months, and the total amount of diesel fuel used over the 6 month duration of the decommissioning phase was the number used for G in Equation A-1 (See Assumption 1 under Decommissioning Phase in Section 2.1 of this appendix).

The following equation was used to calculate the CH4 and N2O emissions from the boiler and heaters that will be used during operation:

AER = EF x

, x DFR x x

(Equation A-2)

Where, AER = Annual Emission Rate [T/yr]

EF =

Emission Factor [lb/106 scf]

DFR = Design Firing Rate [MMBtu/hr]

CALC-2013-0007 Rev. 6 Appendix A Page A-4 Dividing the emission factor in Equation A-2 by 1020 converts EF from [lb/106 scf] to [lb/MMBtu]

(Reference 6).

Equation A-3 was used to calculate the CH4 and N2O emissions from passenger vehicles used during construction, operation, and decommissioning. The frequency and quantity of personnel vehicles that will be in use during the construction, operation, and decommissioning phases were provided in Section 2.2 of the calculation.

AVER = EFg x d x V x

. x x

(Equation A-3)

Where, AVER = Annual Emissions Rate for personnel vehicles [T/yr]

EFg = Emission Factor for gasoline [grams/mile]

d = distance driven [miles]

V = number of personnel vehicles per day [vehicles/day]

To calculate the total CH4 and N2O emissions from personnel vehicles during the construction phase, the total number of work days for the construction phase was used in Equation A-3 (see Assumption 5 under Construction Phase in Section 2.2 of the calculation).

The following equation was used to calculate the CH4 and N2O emissions from the monthly product shipments, deliveries, and off-site waste shipments:

ATER = EF x d x N x

. x x

(Equation A-4)

Where, ATER = Annual Emissions Rate for trucks [T/yr]

EF = Emission factor for diesel fuel [grams/mile]

d =

Distance driven [miles]

N =

Average number of trucks per month [unitless]

t =

Number of months the equipment is assumed to be used in one year [months]

To calculate the total CH4 and N2O emissions from the monthly deliveries and off-site waste shipments for the construction phase, the total number of miles each semi-tractor/trailer will travel for the construction phase was used in Equation A-4 (see Assumption 4 under Construction Phase in Section 2.2 of this calculation).

4.0 Calculations and Results Microsoft Excel file Air Emissions calculations.xlsx used the equations in Section 3.0 of this appendix to calculate the CH4 and N2O emissions that are provided in this section.

Tables A1 - A10 provide the results of the CH4 and N2O emissions calculations.

CALC-2013-0007 Rev. 6 Appendix A Page A-5 Table A1: Annual CH4 and N2O Emissions for Construction Equipment During the Construction Phase Emission Factor (grams/gallon)

Average Number of Gallons of Diesel Fuel (per year)

Annual Emissions (T/yr)

CH4 5.85E-01 243,580 1.56E-01 N2O 2.60E-01 243,580 6.98E-02 For the duration of the construction phase, the total emissions from the equipment used for CH4 are 2.34E-01 T and the total emissions for N2O are 1.05E-01 T.

Table A2: Annual CH4 and N2O Emissions for Deliveries During the Construction Phase Annual Emissions (T/yr)

Emission Factor (grams/mile)

Semi-Tractor/Trailer (420 deliveries per month)(a)

CH4 5.10E-03 6.23E-02 N2O 4.80E-03 5.87E-02 a) Since the deliveries are all assumed to travel from the same location, the calculated emissions are the total CH4 and N2O emissions for all 420 semi-tractor/trailers.

The total CH4 emissions from the semi-tractor/trailers used for deliveries during the construction phase are 9.35E-02 T. The total N2O emissions from the semi-tractor/trailers used for deliveries during the construction phase are 8.80E-02 T.

Table A3: Annual CH4 and N2O Emissions for Personnel Vehicles During the Construction Phase Annual Emissions (T/yr)

Emission Factor (grams/mile)

Standard Passenger Vehicle (100 mile daily commute)

Standard Passenger Vehicle (200 mile daily commute)

CH4 1.73E-02 1.99E-01 3.24E-02 N2O 3.60E-03 4.14E.02 6.75E-03 The total CH4 emissions from personnel vehicles for the construction phase are 3.47E-01 T. The total N2O emissions from personnel vehicles for the construction phase are 7.22E-02 T.

Table A4 provides the CH4 and N2O emissions from the stationary sources (boiler and heaters) that will be in use during the operations phase. Calculations were done to determine the CH4 and N2O (Controlled Low NOx Burner) emissions based on the information provided in Reference 3. The CH4 and N2O annual emissions from the standby diesel generator were found to be 1.38E-02 T/yr and 2.77E-03 T/yr, respectively (using emission factors provided in Reference 9). The CH4 and N2O annual emissions from stationary sources (boiler, heaters, and the standby diesel generator) were found to be 3.07E-01 T/yr and 8.44E-02 T/yr, respectively.

CALC-2013-0007 Rev. 6 Appendix A Page A-6 Table A4: CH4 and N2O Emissions for Natural Gas-Fired Boiler and Natural-Gas Fired Heaters Used During the Operations Phase Natural Gas Fired Boiler - Production Facility Building Emission Factor Units Source Annual Emissions (T/yr)

Hourly Emissions (lb/hr)

Hourly Emissions (lb/MMBtu)

CH4 2.3 lb/106 scf Reference 6 2.84E-01 6.76E-02 2.25E-03 N2O (Controlled Low NOx Burner) 0.64 lb/106 scf Reference 6 7.91E-02 1.88E-02 6.27E-04 Design Firing Rate 30 MMBtu/hr Heating Value for Natural Gas 1020 Btu/scf Maximum Fuel Firing Rate 29,412 scf/hr Natural Gas Fired Heater - Administration Building Emission Factor Units Source Annual Emissions (T/yr)

Hourly Emissions (lb/hr)

Hourly Emissions (lb/MMBtu)

CH4 2.3 lb/106 scf Reference 6 2.75E-03 6.54E-04 2.25E-03 N2O (Controlled Low NOx Burner) 0.64 lb/106 scf Reference 6 7.64E-04 1.82E-04 6.27E-04 Design Firing Rate 290,000 Btu/hr (0.29 MMBtu/hr)

Heating Value for Natural Gas 1020 Btu/scf Maximum Fuel Firing Rate 284.3 scf/hr Natural Gas Fired Heater - Support Facility Building Emission Factor Units Source Annual Emissions (T/yr)

Hourly Emissions (lb/hr)

Hourly Emissions (lb/MMBtu)

CH4 2.3 lb/106 scf Reference 6 3.98E-03 9.47E-04 2.25E-03 N2O (Controlled Low NOx Burner) 0.64 lb/106 scf Reference 6 1.11E-03 2.64E-04 6.27E-04 Design Firing Rate 420,000 Btu/hr (0.42 MMBtu/hr)

Heating Value for Natural Gas 1020 Btu/scf Maximum Fuel Firing Rate 411.8 scf/hr

CALC-2013-0007 Rev. 6 Appendix A Page A-7 Table A4: CH4 and N2O Emissions for Natural Gas-Fired Boiler and Natural-Gas Fired Heaters Used During the Operations Phase Natural Gas Fired Heater - Waste Staging & Shipping Building Emission Factor Units Source Annual Emissions (T/yr)

Hourly Emissions (lb/hr)

Hourly Emissions (lb/MMBtu)

CH4 2.3 lb/106 scf Reference 6 1.70E-03 4.06E-04 2.25E-03 N2O (Controlled Low NOx Burner) 0.64 lb/106 scf Reference 6 4.74E-04 1.13E-04 6.27E-04 Design Firing Rate 180,000 Btu/hr (0.18 MMBtu/hr)

Heating Value for Natural Gas 1020 Btu/scf Maximum Fuel Firing Rate 176.5 scf/hr Natural Gas Fired Heater - Diesel Generator Building Emission Factor Units Source Annual Emissions (T/yr)

Hourly Emissions (lb/hr)

Hourly Emissions (lb/MMBtu)

CH4 2.3 lb/106 scf Reference 6 6.82E-04 1.62E-04 2.25E-03 N2O (Controlled Low NOx Burner) 0.64 lb/106 scf Reference 6 1.90E-04 4.52E-05 6.27E-04 Design Firing Rate 72,000 Btu/hr (0.072 MMBtu/hr)

Heating Value for Natural Gas 1020 Btu/scf Maximum Fuel Firing Rate 70.6 scf/hr

CALC-2013-0007 Rev. 6 Appendix A Page A-8 Table A5: Annual CH4 and N2O Emissions for Personnel Vehicles During the Operations Phase Annual Emissions (T/yr)

Emission Factor (grams/mile)

Standard Passenger Vehicle (100 mile daily commute)

Standard Passenger Vehicle (200 mile daily commute)

CH4 1.73E-02 6.63E-02 1.05E-02 N2O 3.60E-03 1.38E-02 2.18E-03 Table A6: Annual CH4 and N2O Emissions for Deliveries, Off-site (Radiological) Waste Shipments, and Product Shipments During the Operations Phase Annual Emissions (T/yr)

Emission Factor (grams/mile)

Semi-Tractor/Trailer (36 deliveries per month)

Semi-Tractor/Trailer (3 waste shipments per month)

Semi-Tractor/Trailer (39 product shipments per month)

CH4 5.10E-03 5.34E-03 6.07E-04 6.05E-03 N2O 4.80E-03 5.03E-03 5.71E-04 5.70E-03 Table A7: Total CH4 and N2O Emissions for Decommissioning Equipment During the Decommissioning Phase Emission Factor (grams/gallon)

Gallons of Diesel Fuel (duration of Decommissioning Phase is 6 months)

Total Emissions (T)

CH4 5.85E-01 171,642 1.10E-01 N2O 2.60E-01 171,642 4.92E-02 Table A8: Total CH4 and N2O Emissions for Deliveries and Off-site Waste Shipments During the Decommissioning Phase Total Emissions (T)

Emission Factor (grams/mile)

Semi-Tractor/Trailer (72 deliveries per month)

Semi-Tractor/Trailer (191 off-site waste shipments per month)

CH4 5.10E-03 5.34E-03 1.93E-02 N2O 4.80E-03 5.03E-03 1.82E-02

CALC-2013-0007 Rev. 6 Appendix A Page A-9 Table A9: Total CH4 and N2O Emissions for Personnel Vehicles During the Decommissioning Phase Annual Emissions (T/yr)

Emission Factor (grams/mile)

Standard Passenger Vehicle (100 mile daily commute)

Standard Passenger Vehicle (200 mile daily commute)

CH4 1.73E-02 5.70E-02 1.05E-02 N2O 3.60E-03 1.19E-02 2.18E-03 Table A10: Total CH4 and N2O Emissions During the Construction, Operations, and Decommissioning Phases Annual Emissions (T/yr)

Construction Operations Decommissioning(a)

CH4 4.49E-01 3.96E-01 2.02E-01 N2O 1.77E-01 1.12E-01 8.65E-02 a) Since the duration of the decommissioning phase is only 6 months, the total emissions (Tons) for the 6 month duration of the decommissioning phase are provided.

CALC-2013-0007 Rev. 6 Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks (6 Pages)

Emission Facts Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks T

he amount of pollution that a vehicle emits and the rate at which it consumes fuel are dependent on many factors. The U.S.

Environmental Protection Agency (EPA) has developed a series of computer models that estimate the average emissions for different types of highway vehicles. This fact sheet is one of a series on high-way vehicle emission factors. It presents average annual emissions and fuel consumption for gasoline-fueled light-duty vehicles (passenger cars) and light-duty trucks (pickup trucks, sport-utility vehicles, and the like).

Introduction There are a number of factors that affect the rate at which any vehicle emits air pollutants. Some of the most important are:

vehicle type/size (passenger cars, light-duty trucks, heavy-duty trucks, urban and school buses, motorcycles)

vehicle age and accumulated mileage

fuel used (gasoline, diesel, others)

ambient weather conditions (temperature, precipitation, wind)

maintenance condition of the vehicle (well maintained, in need of maintenance, presence and condition of pollution control equipment)

how the vehicle is driven (e.g., long cruising at highway speeds, stop-and-go urban congestion, typical urban mixed driving)

Of"ce of Transportation and Air Quality EPA420-F-08-024 October 2008

Emission Facts 2

The most current version of the computer model that EPA uses to estimate average in-use emissions from highway vehicles is MOBILE6.2. EPA, the States, and others use this model to estimate total emissions of pollutants generated by highway vehicles in various geographic areas and over specific time periods. The emission rates or emission factors presented in this fact sheet are based on national average data representing the in-use fleet as of July 2008.

The emission rates for hydro-carbons (both volatile organic compounds [VOCs] and total hydrocarbons [THC]), carbon monoxide (CO), nitrogen oxides (NOx), and particulate matter (PM10 and PM2.5) are presented in the following tables. The hydro-carbon (HC) numbers include both tailpipe and evaporative emissions, whereas the rates for the other pollutants are for tail-pipe emissions only.

The emission rates assume an av-erage, properly maintained vehi-cle, operating on typical gasoline on a warm summer day. Emission rates can be higher in very hot weather (especially HC) or very cold weather (especially CO).

National average values are used for registration distributions by age (what fraction of all vehicles of each specific type, in use today, are of the current model year, one to two years old, two to three years old, and so forth up to 25 years old) and annual mileage accumulation rates by age (newer vehicles tend to be driven more miles per year than do older vehi-cles). Some of the other primary assumptions incorporated in these emission factors are:

Abbreviations and Acronyms Used CO:

Carbon monoxide; a regulated pollutant CO2:

Carbon dioxide; the primary byproduct of all fossil fuel combustion FTP:

Federal Test Procedure; the primary test used in certifying vehicle compliance with emission standards g:

gram(s) g/mi:

grams per mile GHG:

Greenhouse gas or gases, such as CO2, that accumulate in the atmosphere and contributes to potential climate change HC:

Hydrocarbons; molecules formed of hydrogen and carbon that constitute gasoline, diesel, and other petroleum-based fuels; a regulated pollutant lb:

pound NOx:

Nitrogen oxides; a regulated pollutant PM10:

Particulate matter under 10 microns diameter; a regulated pollutant PM2.5:

Particulate matter under 2.5 microns diameter, sometimes referred to as fine particulate ppm:

parts per million psi:

pounds per square inch RVP:

Reid vapor pressure; a standardized meth od for expressing the volatility, or tenden cy to evaporate, of gasoline SUV:

Sport-utility vehicle; a subset of all light-duty trucks; examples include most Daim ler-Chrysler Jeep models, Ford Escape, Ford Explorer, GMC Yukon, etc.

THC:

Total hydrocarbons VMT:

Vehicle miles traveled VOC:

Volatile organic compounds; equivalent to THC plus aldehydes minus both methane and ethane

Emission Facts 3

Ambient temperature:

72 to 92 °F day time range

Nominal gasoline volatility:

9.0 psi RVP

Weathered fuel volatility:

8.6 psi RVP

Gasoline sulfur content:

30 ppm

Average speed:

27.6 miles per hour

I/M program:

No

Reformulated gasoline:

No These calculations are based on average annual passenger car mileage of 12,000 miles and aver-age annual light-duty truck mileage of 15,000 miles. Fuel consumption is based on the estimated average in-use fuel economy: 24.1 miles per gallon (mpg) for passenger cars and 17.3 mpg for light trucks. These values are also from the MOBILE6.2 model.

These emission factors and fuel consumption rates are for gasoline-fueled passenger cars and light-duty trucks only. Diesel cars represent less than 0.5 percent of all cars on the road in the United States as of 2005, and diesel light trucks represent less than 2 percent of all light-duty trucks on the road. In general, diesel vehicles (relative to gasoline vehicles of similar size and age) will have lower emissions of HC and CO, and higher emissions of NOx and particulate matter. Diesel fuel economy tends to be better than that of similar gasoline-fueled vehicles, meaning total fuel consumption and CO2 emissions per vehicle per year tend to be lower.

Changes from Previous Versions of this Fact Sheet The emission factors presented below are not directly comparable to those used in previous versions of this fact sheet due to the extensive changes made to the MOBILE model in order to better represent real-world driving. In earlier versions, the emission factors were based on an average travel speed of 19.6 miles per hour (mph). This is the average speed of the Federal Test Procedure (FTP), which is the basis for certification of new vehicles to applicable emission standards. The FTP is considered to be reasonably representative of overall traffic in urbanized areas; it includes stops and starts, idling time, accelerations and decelerations, and short cruising stretches. However, it does not include any acceleration or deceleration rates greater than 3.4 mph per second (mph/s), nor does it include any travel at speeds greater than 60 mph.

The emission factors produced by MOBILE6.2 are based on national average data on the frac-tion of total vehicle miles traveled (VMT) accrued on each of four major roadway types, and national average traffic speeds associated with each of these facility types. The four roadway types are limited access highways (freeways, expressways), ramps (entrance and exit ramps to and from limited access highways), arterials (primary surface roadways), and local and collector roads (local streets and minor surface roadways).

These emission factors account for the fact that a single value of average speed is not adequate for the characterization of real-world driving patterns. For example, driving patterns associated with an average speed of 40 mph on a limited access highway are not the same as driving pat-terns associated with an average speed of 40 mph on an arterial route; in the first case, 40 mph implies heavy traffic with some congestion and varying speeds, while in the latter case 40 mph represents near free-flow conditions. The emission factors developed for the four roadway types

Emission Facts 4

include much sharper acceleration and deceleration rates (up to 6.9 mph/s), which result in significantly higher emission rates for short periods of time, and higher maximum speeds (up to 75 mph on limited access highways).

Thus, these emission factors differ from those that would have been estimated using previous versions of the MOBILE model, which assumed a single driving pattern with an average speed of 19.6 mph, no accelerations or decelerations exceeding 3.4 mph/s, and no driving over 60 mph.

These newer emission factors are much closer to being representative of observed real world driving patterns and speeds, and thus more accurately represent emissions in use.

Average Emissions and Fuel Consumption for Passenger Cars*

Pollutant/Fuel Emission & Fuel Consumption Rates (per mile driven)

Calculation Annual Emission & Fuel Consumption VOC 1.034 grams (g)

(1.034 g/mi) x (12,000 mi/yr) x (1 lb/454 g) 27.33 lb THC 1.077 g (1.077 g/mi) x (12,000 mi/yr) x (1 lb/454 g) 28.47 lb CO 9.400 g (9.400 g/mi) x (12,000 mi/yr) x (1 lb/454 g) 248.46 lb NOx 0.693 g (0.693 g/mi) x(12,000 mi/yr) x (1 lb/454 g) 18.32 lb PM10 0.0044 g (0.0044 g/mi) x (12,000 mi/yr) x (1 lb/454 g) 0.12 lb PM2.5 0.0041 g (0.0041 g/mi) x (12,000 mi/yr) x (1 lb/454 g) 0.11 lb CO2 368.4 g (368.4 g/mi) x (12,000 mi/yr) x (1 lb/454 g) 9,737.44 lb Gasoline Consumption 0.04149 gallons (gal)

(12,000 mi/yr) / (24.1 mi/gal) 497.93 gal

See Endnotes

Emission Facts 5

Average Emissions and Fuel Consumption for Light-Duty Trucks*

(most pick-uptrucks, SUVs, etc.)

Pollutant/Fuel Emission & Fuel Consumption Rates (per mile driven)

Calculation Annual Emission & Fuel Consumption VOC 1.224 grams (g)

(1.224 g/mi) x (15,000 mi/yr) x (1 lb/454 g) 32.35 lb THC 1.289 g (1.289 g/mi) x (15,000 mi/yr) x (1 lb/454 g) 34.07 lb CO 11.84 g (11.84 g/mi) x (15,000 mi/yr) x (1 lb/454 g) 312.95 lb NOx 0.95 g (0.95 g/mi) x (15,000 mi/yr) x (1 lb/454 g) 25.11 lb PM10 0.0049 g (0.0049 g/mi) x (15,000 mi/yr) x (1 lb/454 g) 0.13 lb PM2.5 0.0045 g (0.0045 g/mi) x (15,000 mi/yr) x (1 lb/454 g) 0.12 lb CO2 513.5 g (513.5 g/mi) x (15,000 mi/yr) x (1 lb/454 g) 13,572.69 lb Gasoline Consumption 0.05780 gallons (gal)

(15,000 mi/yr) / (17.3 mi/gal) 693.64 gal

See Endnotes For More Information The other fact sheets in this series and additional information are available on the Office of Transportation and Air Qualitys Web site at:

Emission factor fact sheets:

www.epa.gov/otaq/consumer.htm Modeling and estimating vehicle emissions:

www.epa.gov/otaq/models.htm Fuel economy:

www.epa.gov/fueleconomy www.fueleconomy.gov Improving fuel economy and reducing emissions:

www.epa.gov/epahome/trans.htm www.fueleconomy.gov/feg/drive.shtml Finding the greenest vehicle:

www.epa.gov/greenvehicles

Emission Facts 6

Endnotes

1. Figures presented above are averages only. Individual vehicles can differ substantially in terms of both annual miles traveled and pollution emitted per mile from values indicated here.

Values shown may differ slightly from original sources due to rounding.

2. These emission factors and fuel consumption rates are averages for the entire in-use fleet as of July 2008. Newer vehicles generally emit less pollution and use less gasoline, while older vehicles generally emit more pollution and use more gasoline. This is due to several factors, including the increasing stringency of emission standards over time and the deterioration (deg-radation) in the performance of emission control technology (e.g., catalytic converters) with increasing age and accumulated mileage.

3. Carbon dioxide (CO2), while not regulated as an air pollutant, is the transportation sectors primary contribution to climate change. Carbon dioxide emissions are essentially proportional to fuel consumption (and inversely proportional to fuel economy) - each 1% increase in fuel consumption results in a corresponding 1% increase in carbon dioxide emissions. About 19.4 lb CO2 is produced for every gallon of gasoline combusted. Passenger cars and light-duty trucks also emit small amounts of other greenhouse gases (GHGs);

thus, total GHG emissions from these vehicles are slightly greater than the CO2 emission totals shown in this fact sheet.

4. All of the emission estimates provided in this document are consistent, in terms of assump-tions made and modeling methodology, with those provided in the other fact sheets in this series: Idling Vehicle Emissions (EPA420-F-08-025), Average In-Use Emission Factors for Urban Buses and School Buses (EPA420-F-08-026), and Average In-Use Emissions from Heavy-Duty Trucks (EPA420-F-08-027).

CALC-2013-0007 Rev. 6 Gasoline and Diesel Industrial Engines United States Environmental Protection Agency Compilation of Air Pollutant Emissions Factors, Volume 1:

Stationary Point and Area Sources, Fifth Edition, Section 3.3 (9 Pages)

3.3 Gasoline And Diesel Industrial Engines 3.3.1 General The engine category addressed by this section covers a wide variety of industrial applications of both gasoline and diesel internal combustion (IC) engines such as aerial lifts, fork lifts, mobile refrigeration units, generators, pumps, industrial sweepers/scrubbers, material handling equipment (such as conveyors), and portable well-drilling equipment. The three primary fuels for reciprocating IC engines are gasoline, diesel fuel oil (No.2), and natural gas. Gasoline is used primarily for mobile and portable engines. Diesel fuel oil is the most versatile fuel and is used in IC engines of all sizes. The rated power of these engines covers a rather substantial range, up to 250 horsepower (hp) for gasoline engines and up to 600 hp for diesel engines. (Diesel engines greater than 600 hp are covered in Section 3.4, "Large Stationary Diesel And All Stationary Dual-fuel Engines".) Understandably, substantial differences in engine duty cycles exist. It was necessary, therefore, to make reasonable assumptions concerning usage in order to formulate some of the emission factors.

3.3.2 Process Description All reciprocating IC engines operate by the same basic process. A combustible mixture is first compressed in a small volume between the head of a piston and its surrounding cylinder. The mixture is then ignited, and the resulting high-pressure products of combustion push the piston through the cylinder. This movement is converted from linear to rotary motion by a crankshaft. The piston returns, pushing out exhaust gases, and the cycle is repeated.

There are 2 methods used for stationary reciprocating IC engines: compression ignition (CI) and spark ignition (SI). This section deals with both types of reciprocating IC engines. All diesel-fueled engines are compression ignited, and all gasoline-fueled engines are spark ignited.

In CI engines, combustion air is first compression heated in the cylinder, and diesel fuel oil is then injected into the hot air. Ignition is spontaneous because the air temperature is above the autoignition temperature of the fuel. SI engines initiate combustion by the spark of an electrical discharge. Usually the fuel is mixed with the air in a carburetor (for gasoline) or at the intake valve (for natural gas), but occasionally the fuel is injected into the compressed air in the cylinder.

CI engines usually operate at a higher compression ratio (ratio of cylinder volume when the piston is at the bottom of its stroke to the volume when it is at the top) than SI engines because fuel is not present during compression; hence there is no danger of premature autoignition. Since engine thermal efficiency rises with increasing pressure ratio (and pressure ratio varies directly with compression ratio), CI engines are more efficient than SI engines. This increased efficiency is gained at the expense of poorer response to load changes and a heavier structure to withstand the higher pressures.1 3.3.3 Emissions Most of the pollutants from IC engines are emitted through the exhaust. However, some total organic compounds (TOC) escape from the crankcase as a result of blowby (gases that are vented from the oil pan after they have escaped from the cylinder past the piston rings) and from the fuel tank and carburetor because of evaporation. Nearly all of the TOCs from diesel CI engines enter the 10/96 Stationary Internal Combustion Sources 3.3-1

atmosphere from the exhaust. Evaporative losses are insignificant in diesel engines due to the low volatility of diesel fuels.

The primary pollutants from internal combustion engines are oxides of nitrogen (NOx), total organic compounds (TOC), carbon monoxide (CO), and particulates, which include both visible (smoke) and nonvisible emissions. Nitrogen oxide formation is directly related to high pressures and temperatures during the combustion process and to the nitrogen content, if any, of the fuel. The other pollutants, HC, CO, and smoke, are primarily the result of incomplete combustion. Ash and metallic additives in the fuel also contribute to the particulate content of the exhaust. Sulfur oxides (SOx) also appear in the exhaust from IC engines. The sulfur compounds, mainly sulfur dioxide (SO2), are directly related to the sulfur content of the fuel.2 3.3.3.1 Nitrogen Oxides -

Nitrogen oxide formation occurs by two fundamentally different mechanisms. The predominant mechanism with internal combustion engines is thermal NOx which arises from the thermal dissociation and subsequent reaction of nitrogen (N2) and oxygen (O2) molecules in the combustion air. Most thermal NOx is formed in the high-temperature region of the flame from dissociated molecular nitrogen in the combustion air. Some NOx, called prompt NOx, is formed in the early part of the flame from reaction of nitrogen intermediary species, and HC radicals in the flame.

The second mechanism, fuel NOx, stems from the evolution and reaction of fuel-bound nitrogen compounds with oxygen. Gasoline, and most distillate oils have no chemically-bound fuel N2 and essentially all NOx formed is thermal NOx.

3.3.3.2 Total Organic Compounds -

The pollutants commonly classified as hydrocarbons are composed of a wide variety of organic compounds and are discharged into the atmosphere when some of the fuel remains unburned or is only partially burned during the combustion process. Most unburned hydrocarbon emissions result from fuel droplets that were transported or injected into the quench layer during combustion. This is the region immediately adjacent to the combustion chamber surfaces, where heat transfer outward through the cylinder walls causes the mixture temperatures to be too low to support combustion.

Partially burned hydrocarbons can occur because of poor air and fuel homogeneity due to incomplete mixing, before or during combustion; incorrect air/fuel ratios in the cylinder during combustion due to maladjustment of the engine fuel system; excessively large fuel droplets (diesel engines); and low cylinder temperature due to excessive cooling (quenching) through the walls or early cooling of the gases by expansion of the combustion volume caused by piston motion before combustion is completed.2 3.3.3.3 Carbon Monoxide -

Carbon monoxide is a colorless, odorless, relatively inert gas formed as an intermediate combustion product that appears in the exhaust when the reaction of CO to CO2 cannot proceed to completion. This situation occurs if there is a lack of available oxygen near the hydrocarbon (fuel) molecule during combustion, if the gas temperature is too low, or if the residence time in the cylinder is too short. The oxidation rate of CO is limited by reaction kinetics and, as a consequence, can be accelerated only to a certain extent by improvements in air and fuel mixing during the combustion process.2-3 EMISSION FACTORS 10/96 3.3-2

3.3.3.4 Smoke and Particulate Matter -

White, blue, and black smoke may be emitted from IC engines. Liquid particulates appear as white smoke in the exhaust during an engine cold start, idling, or low load operation. These are formed in the quench layer adjacent to the cylinder walls, where the temperature is not high enough to ignite the fuel. Blue smoke is emitted when lubricating oil leaks, often past worn piston rings, into the combustion chamber and is partially burned. Proper maintenance is the most effective method of preventing blue smoke emissions from all types of IC engines. The primary constituent of black smoke is agglomerated carbon particles (soot) formed in regions of the combustion mixtures that are oxygen deficient.2 3.3.3.5 Sulfur Oxides -

Sulfur oxides emissions are a function of only the sulfur content in the fuel rather than any combustion variables. In fact, during the combustion process, essentially all the sulfur in the fuel is oxidized to SO2. The oxidation of SO2 gives sulfur trioxide (SO3), which reacts with water to give sulfuric acid (H2SO4), a contributor to acid precipitation. Sulfuric acid reacts with basic substances to give sulfates, which are fine particulates that contribute to PM-10 and visibility reduction. Sulfur oxide emissions also contribute to corrosion of the engine parts.2-3 3.3.4 Control Technologies Control measures to date are primarily directed at limiting NOx and CO emissions since they are the primary pollutants from these engines. From a NOx control viewpoint, the most important distinction between different engine models and types of reciprocating engines is whether they are rich-burn or lean-burn. Rich-burn engines have an air-to-fuel ratio operating range that is near stoichiometric or fuel-rich of stoichiometric and as a result the exhaust gas has little or no excess oxygen. A lean-burn engine has an air-to-fuel operating range that is fuel-lean of stoichiometric; therefore, the exhaust from these engines is characterized by medium to high levels of O2. The most common NOx control technique for diesel and dual-fuel engines focuses on modifying the combustion process. However, selective catalytic reduction (SCR) and nonselective catalytic reduction (NSCR) which are post-combustion techniques are becoming available. Controls for CO have been partly adapted from mobile sources.4 Combustion modifications include injection timing retard (ITR), preignition chamber combustion (PCC), air-to-fuel ratio adjustments, and derating. Injection of fuel into the cylinder of a CI engine initiates the combustion process. Retarding the timing of the diesel fuel injection causes the combustion process to occur later in the power stroke when the piston is in the downward motion and combustion chamber volume is increasing. By increasing the volume, the combustion temperature and pressure are lowered, thereby lowering NOx formation. ITR reduces NOx from all diesel engines; however, the effectiveness is specific to each engine model. The amount of NOx reduction with ITR diminishes with increasing levels of retard.4 Improved swirl patterns promote thorough air and fuel mixing and may include a precombustion chamber (PCC). A PCC is an antechamber that ignites a fuel-rich mixture that propagates to the main combustion chamber. The high exit velocity from the PCC results in improved mixing and complete combustion of the lean air/fuel mixture which lowers combustion temperature, thereby reducing NOx emissions.4 10/96 Stationary Internal Combustion Sources 3.3-3

The air-to-fuel ratio for each cylinder can be adjusted by controlling the amount of fuel that enters each cylinder. At air-to-fuel ratios less than stoichiometric (fuel-rich), combustion occurs under conditions of insufficient oxygen which causes NOx to decrease because of lower oxygen and lower temperatures. Derating involves restricting the engine operation to lower than normal levels of power production for the given application. Derating reduces cylinder pressures and temperatures, thereby lowering NOx formation rates.4 SCR is an add-on NOx control placed in the exhaust stream following the engine and involves injecting ammonia (NH3) into the flue gas. The NH3 reacts with NOx in the presence of a catalyst to form water and nitrogen. The effectiveness of SCR depends on fuel quality and engine duty cycle (load fluctuations). Contaminants in the fuel may poison or mask the catalyst surface causing a reduction or termination in catalyst activity. Load fluctuations can cause variations in exhaust temperature and NOx concentration which can create problems with the effectiveness of the SCR system.4 NSCR is often referred to as a three-way conversion catalyst system because the catalyst reactor simultaneously reduces NOx, CO, and HC and involves placing a catalyst in the exhaust stream of the engine. The reaction requires that the O2 levels be kept low and that the engine be operated at fuel-rich air-to-fuel ratios.4 The most accurate method for calculating such emissions is on the basis of "brake-specific" emission factors (pounds per horsepower-hour [lb/hp-hr]). Emissions are the product of the brake-specific emission factor, the usage in hours, the rated power available, and the load factor (the power actually used divided by the power available). However, for emission inventory purposes, it is often easier to assess this activity on the basis of fuel used.

Once reasonable usage and duty cycles for this category were ascertained, emission values were aggregated to arrive at the factors for criteria and organic pollutants presented. Factors in Table 3.3-1 are in pounds per million British thermal unit (lb/MMBtu). Emission data for a specific design type were weighted according to estimated material share for industrial engines. The emission factors in these tables, because of their aggregate nature, are most appropriately applied to a population of industrial engines rather than to an individual power plant. Table 3.3-2 shows unweighted speciated organic compound and air toxic emission factors based upon only 2 engines. Their inclusion in this section is intended for rough order-of-magnitude estimates only.

Table 3.3-3 summarizes whether the various diesel emission reduction technologies (some of which may be applicable to gasoline engines) will generally increase or decrease the selected parameter. These technologies are categorized into fuel modifications, engine modifications, and exhaust after-treatments. Current data are insufficient to quantify the results of the modifications.

Table 3.3-3 provides general information on the trends of changes on selected parameters.

EMISSION FACTORS 10/96 3.3-4

3.3.5 Updates Since the Fifth Edition The Fifth Edition was released in January 1995. Revisions to this section since that date are summarized below. For further detail, consult the memoranda describing each supplement or the background report for this section.

Supplement A, February 1996 No changes.

Supplement B, October 1996 Text was revised concerning emissions and controls.

The CO2 emission factor was adjusted to reflect 98.5 percent conversion efficiency.

10/96 Stationary Internal Combustion Sources 3.3-5

EMISSION FACTORS 10/96 3.3-6 Table 3.3-1. EMISSION FACTORS FOR UNCONTROLLED GASOLINE AND DIESEL INDUSTRIAL ENGINESa Pollutant Gasoline Fuel (SCC 2-02-003-01, 2-03-003-01)

Diesel Fuel (SCC 2-02-001-02, 2-03-001-01)

EMISSION FACTOR RATING Emission Factor (lb/hp-hr)

(power output)

Emission Factor (lb/MMBtu)

(fuel input)

Emission Factor (lb/hp-hr)

(power output)

Emission Factor (lb/MMBtu)

(fuel input)

NOx 0.011 1.63 0.031 4.41 D

CO 6.96 E-03d 0.99d 6.68 E-03 0.95 D

SOx 5.91 E-04 0.084 2.05 E-03 0.29 D

PM-10b 7.21 E-04 0.10 2.20 E-03 0.31 D

CO2 c

1.08 154 1.15 164 B

Aldehydes 4.85 E-04 0.07 4.63 E-04 0.07 D

TOC Exhaust 0.015 2.10 2.47 E-03 0.35 D

Evaporative 6.61 E-04 0.09 0.00 0.00 E

Crankcase 4.85 E-03 0.69 4.41 E-05 0.01 E

Refueling 1.08 E-03 0.15 0.00 0.00 E

a References 2,5-6,9-14. When necessary, an average brake-specific fuel consumption (BSFC) of 7,000 Btu/hp-hr was used to convert from lb/MMBtu to lb/hp-hr. To convert from lb/hp-hr to kg/kw-hr, multiply by 0.608. To convert from lb/MMBtu to ng/J, multiply by 430. SCC = Source Classification Code. TOC = total organic compounds.

b PM-10 = particulate matter less than or equal to 10 m aerodynamic diameter. All particulate is assumed to be 1 m in size.

c Assumes 99% conversion of carbon in fuel to CO2 with 87 weight % carbon in diesel, 86 weight %

carbon in gasoline, average BSFC of 7,000 Btu/hp-hr, diesel heating value of 19,300 Btu/lb, and gasoline heating value of 20,300 Btu/lb.

d Instead of 0.439 lb/hp-hr (power output) and 62.7 lb/mmBtu (fuel input), the correct emissions factors values are 6.96 E-03 lb/hp-hr (power output) and 0.99 lb/mmBtu (fuel input), respectively.

This is an editorial correction. March 24, 2009

Table 3.3-2. SPECIATED ORGANIC COMPOUND EMISSION FACTORS FOR UNCONTROLLED DIESEL ENGINESa EMISSION FACTOR RATING: E Pollutant Emission Factor (Fuel Input)

(lb/MMBtu)

Benzeneb 9.33 E-04 Tolueneb 4.09 E-04 Xylenesb 2.85 E-04 Propylene 2.58 E-03 1,3-Butadieneb,c

<3.91 E-05 Formaldehydeb 1.18 E-03 Acetaldehydeb 7.67 E-04 Acroleinb

<9.25 E-05 Polycyclic aromatic hydrocarbons (PAH)

Naphthaleneb 8.48 E-05 Acenaphthylene

<5.06 E-06 Acenaphthene

<1.42 E-06 Fluorene 2.92 E-05 Phenanthrene 2.94 E-05 Anthracene 1.87 E-06 Fluoranthene 7.61 E-06 Pyrene 4.78 E-06 Benzo(a)anthracene 1.68 E-06 Chrysene 3.53 E-07 Benzo(b)fluoranthene

<9.91 E-08 Benzo(k)fluoranthene

<1.55 E-07 Benzo(a)pyrene

<1.88 E-07 Indeno(1,2,3-cd)pyrene

<3.75 E-07 Dibenz(a,h)anthracene

<5.83 E-07 Benzo(g,h,l)perylene

<4.89 E-07 TOTAL PAH 1.68 E-04 a Based on the uncontrolled levels of 2 diesel engines from References 6-7. Source Classification Codes 2-02-001-02, 2-03-001-01. To convert from lb/MMBtu to ng/J, multiply by 430.

b Hazardous air pollutant listed in the Clean Air Act.

c Based on data from 1 engine.

10/96 Stationary Internal Combustion Sources 3.3-7

Table 3.3-3. EFFECT OF VARIOUS EMISSION CONTROL TECHNOLOGIES ON DIESEL ENGINESa Technology Affected Parameter Increase Decrease Fuel modifications Sulfur content increase PM, wear Aromatic content increase PM, NOx Cetane number PM, NOx 10% and 90% boiling point PM Fuel additives PM, NOx Water/Fuel emulsions NOx Engine modifications Injection timing retard PM, BSFC NOx, power Fuel injection pressure PM, NOx Injection rate control NOx, PM Rapid spill nozzles PM Electronic timing & metering NOx, PM Injector nozzle geometry PM Combustion chamber modifications NOx, PM Turbocharging PM, power NOx Charge cooling NOx Exhaust gas recirculation PM, power, wear NOx Oil consumption control PM, wear Exhaust after-treatment Particulate traps PM Selective catalytic reduction NOx Oxidation catalysts TOC, CO, PM a Reference 8. PM = particulate matter. BSFC = brake-specific fuel consumption.

EMISSION FACTORS 10/96 3.3-8

References For Section 3.3 1.

H. I. Lips, et al., Environmental Assessment Of Combustion Modification Controls For Stationary Internal Combustion Engines, EPA-600/7-81-127, U. S. Environmental Protection Agency, Cincinnati, OH, July 1981.

2.

Standards Support And Environmental Impact Statement, Volume 1: Stationary Internal Combustion Engines, EPA-450/2-78-125a, U. S. Environmental Protection Agency, Research Triangle Park, NC, July 1979.

3.

M. Hoggan, et al., Air Quality Trends In Californias South Coast And Southeast Desert Air Basins, 1976-1990, Air Quality Management Plan, Appendix II-B, South Coast Air Quality Management District, July 1991.

4.

R. B. Snyder, Alternative Control Techniques Document.. NOx Emissions From Stationary Reciprocating Internal Combustion Engines, EPA-453/R-93-032, U. S. Environmental Protection Agency, Research Triangle Park, July 1993.

5.

C. T. Hare and K. J. Springer, Exhaust Emissions From Uncontrolled Vehicles And Related Equipment Using Internal Combustion Engines, Part 5: Farm, Construction, And Industrial Engines, APTD-1494, U. S. Environmental Protection Agency, Research Triangle Park, NC, October 1973.

6.

Pooled Source Emission Test Report: Oil And Gas Production Combustion Sources, Fresno And Ventura Counties, California, ENSR 7230-007-700, Western States Petroleum Association, Bakersfield, CA, December 1990.

7.

W. E. Osborn and M. D. McDannel, Emissions Of Air Toxic Species: Test Conducted Under AB2588 For The Western States Petroleum Association, CR 72600-2061, Western States Petroleum Association, Glendale, CA, May 1990.

8.

Technical Feasibility Of Reducing NOx And Particulate Emissions From Heavy-duty Engines, CARB Contract A132-085, California Air Resources Board, Sacramento, CA, March 1992.

9.

G. Marland and R. M. Rotty, Carbon Dioxide Emissions From Fossil Fuels: A Procedure For Estimation And Results For 1951-1981, DOE/NBB-0036 TR-003, Carbon Dioxide Research Division, Office of Energy Research, U. S. Department of Energy, Oak Ridge, TN, 1983.

10.

A. Rosland, Greenhouse Gas Emissions in Norway: Inventories and Estimation Methods, Oslo: Ministry of Environment, 1993.

11.

Sector-Specific Issues and Reporting Methodologies Supporting the General Guidelines for the Voluntary Reporting of Greenhouse Gases under Section 1605(b) of the Energy Policy Act of 1992 (1994) DOE/PO-0028, Volume 2 of 3, U.S. Department of Energy.

12.

G. Marland and R. M. Rotty, Carbon Dioxide Emissions From Fossil Fuels: A Procedure For Estimation And Results For 1950-1982, Tellus 36B:232-261, 1984.

13.

Inventory Of U. S. Greenhouse Gas Emissions And Sinks: 1990-1991, EPA-230-R-96-006, U. S. Environmental Protection Agency, Washington, DC, November 1995.

14.

IPCC Guidelines For National Greenhouse Gas Inventories Workbook, Intergovernmental Panel on Climate Change/Organization for Economic Cooperation and Development, Paris, France, 1995.

10/96 Stationary Internal Combustion Sources 3.3-9

CALC-2013-0007 Rev. 6 SHINE Medical Isotope Production Facility Emergency Diesel Generator and Building Heating Emissions Evaluation SL-011348, Revision 1 (20 Pages)

SHINE Medical Isotope Production Facility Emergency Diesel Generator and Building Heating Emissions Evaluation SL- 011348 Revision 1 August 9, 2012 Project Classification:

Non-Safety Related S&L Project # 12885-001 Prepared By:

55 East Monroe Street Chicago, IL 60603

SL- 011348 Revision 1 Project No: 12885-001 Page i LEGAL NOTICE This report was prepared by Sargent & Lundy LLC (S&L) expressly for the sole use of its client SHINE Medical Technologies (SHINE) in accordance with the terms and conditions of their agreement. This report was prepared by S&L subject to: (1) the particular scope limitations defined in Task Order No. 15, authorized 5/23/2012; (2) the information provided by others has not been independently verified by S&L; and (3) the information contained in this report is time sensitive.

SL- 011348 Revision 1 Project No: 12885-001 Page iii CONTENTS 1

INTRODUCTION.....................................................................................................................1 2

INPUTS AND ASSUMPTIONS...............................................................................................2 2.1 EMERGENCY DIESEL GENERATOR...................................................................................2 2.2 NATURAL GAS-FIRED BOILER AND HEATERS...............................................................3 3

METHDOLOGY AND EVALUATION...................................................................................4 3.1 FULL LOAD HEAT INPUTS...................................................................................................4 3.2 EMISSON FACTORS...............................................................................................................5 4

RESULTS..................................................................................................................................6 4.1 EMISSIONS AND STACK CHARACTERISTICS.................................................................6 4.2 GASEOUS EFFLUENT CONTROL SYSTEMS.....................................................................7 4.3 PLUME VISIBILITY CHARACTERISTICS...........................................................................8

SL- 011348 Revision 1 Project No: 12885-001 Page iv ACRONYMS AND ABBREVIATIONS Acronyms and Abbreviations acfm actual cubic foot per minute AP-42 U.S. EPA Compilation of Air Pollution Emission Factors ASHRAE American Society of Heating, Refrigerating, and Air-Conditioning Engineers CAT Caterpillar Corp.

cfm/ft2 cubic foot per minute per square foot CO Carbon Monoxide CO2 Carbon Dioxide bph brake horsepower Btu/gal British Thermal Unit per gallon Btu/hr British Thermal Unit per hour Btu/scf British Thermal Unit per standard cubic foot EDG Emergency Diesel Generator EPA U.S. Environmental Protection Agency oF degrees Fahrenheit ft.

feet ft2 square foot ft/sec foot per second g/bhp-hr grams per brake horsepower-hour HC hydrocarbons hp horsepower HW High (or Heavy) Weight kW kilowatt L/cyl liters per cylinder displacement lb/106 scf pounds per million standard cubic foot lb/MMBtu pounds per million British Thermal Units LNB Low NOx Burner m

micrometers MMBtu/hr million British Thermal Units per hour MWe Megawatt Electric NESHAP National Emission Standards for Hazardous Air Pollutants NOx Nitrogen Oxides NSPS New Source Performance Standards PM Particulate Matter PM10 Particulate matter with an aerodynamic diameter less than 10m ppm parts per million rpm revolutions per minute (diesel engine)

U-factor heat transmission coefficient (Btu/hr per ft2 per oF) scf standard cubic foot scf/hr standard cubic foot per hour scfm standard cubic foot per minute S&L Sargent & Lundy LLC SO2 Sulfur Dioxide SUPP Site Utilization Plot Plan VOC volatile organic compound

SL- 011348 Revision 1 Project No: 12885-001 Page 1 1

INTRODUCTION SHINE Medical Technologies, Inc. (SHINE) is proposing to construct a medical isotope production facility in Janesville, Wisconsin. To support the assessment of potential air quality impacts from the facility, SHINE engaged the services of Sargent & Lundy LLC (S&L) to prepare a response to Request for Information (RFI)

AMEC-2012-0022. Specifically, S&Ls scope is to develop the following information for fuel combustion emission sources:

3/4 Description of gaseous effluents; 3/4 Release point characteristics; 3/4 Description of gaseous effluent control systems; and 3/4 Plume visibility characteristics.

This report provides emissions information for six fuel combustion emission sources planned for the isotope production facility. Emission estimates and release point characteristics were prepared for the following sources:

3/4 One (1) 4,500 kW emergency diesel generator; 3/4 One (1) natural gas-fired boiler that will provide heating for the Production Facility Building; and 3/4 Four (4) indirect-fired natural gas heaters that will provide building heat for the Support Facility Building, Administration Building, Waste Staging and Shipping Building, and Diesel Generator Building.

Emission estimates and release point characteristics provided herein are based on Production Facility Building layouts prepared by Merrick & Company, the Site Utilization Plot Plan (SUPP), Revision 0, prepared by S&L, and diesel generator, natural gas-fired boiler, and natural gas-fired heater technical data sheets available from equipment vendors. Where applicable, S&L used conservative assumptions to calculate bounding combustion source heat inputs, fuel consumption rates, and emissions. Emission rates provided in this report are intended to represent bounding values of potential emissions from the isotope production facility. Engineering and design analyses prepared during the facility design process are expected to optimize facility efficiencies and layout, and will likely result in lower overall facility emissions.

SL- 011348 Revision 1 Project No: 12885-001 Page 2 2

INPUTS AND ASSUMPTIONS Emission estimates for the planned combustion sources are based on the following design inputs and assumptions.

2.1 EMERGENCY DIESEL GENERATOR S&L has assumed that the isotope production facility will be equipped with an emergency diesel generator (EDG) to provide emergency power to critical systems in the event of a power outage. S&L has conservatively estimated that the total electrical load for operation of the isotope production facility will be in the range of 3,500 kW. In order to provide bounding values for potential emissions from the EDG, emissions are calculated for a 4,500 kW gross output diesel-fired generator. Design parameters for the EDG are benchmarked against technical data available for a Caterpillar 4,000 kW diesel generator with a CAT C175-20 diesel engine, with the heat input and fuel consumption scaled up to 4,500 kW. Emissions from the CAT C175-20 diesel engine are considered to be typical of emissions from large diesel-fired generators. Design parameters used to calculate full load heat input to the EDG and fuel consumption are summarized in the Table 1.

Table 1. Emergency Diesel Generator Design Parameters Design Parameter Unit Value Reference Diesel Generator Output kW 4,500 Assumed bounding value Generator Efficiency 92.0%

Generator efficiency and engine efficiency were adjusted to match fuel consumption rate for the CAT 4,000 kW Generator Set and CAT C175-20 diesel engine Diesel Generator Input kW 4,891 Calculated (4,500 kW / 0.92)

Diesel Engine Output bhp 6,559 Calculated (1.341 hp/kW)

Diesel Engine Efficiency 38.3%

Generator efficiency and engine efficiency were adjusted to match fuel consumption rate for the CAT 3,000 kW Generator Set and CAT C175-16 diesel engine Diesel Engine Input MMBtu/hr 43.56 Calculated (4,373 bhp / 0.37) and 2544 Btu/hr = 1 hp No. 2 Fuel Oil Heating Value Btu/gal 141,000 Maximum Fuel Consumption gal/hr 308.9 Benchmarked against Caterpillar 4,000 kW Generator Set and CAT C175-20 diesel engine Maximum Fuel Sulfur Content ppm 50 Maximum fuel sulfur content*

Although the EDG may fire ultra-low sulfur diesel with a fuel sulfur content of 15 ppm or less, a fuel sulfur content of 50 ppm was used to provide bounding values for SO2 emissions from the engine.

SL- 011348 Revision 1 Project No: 12885-001 Page 3 2.2 NATURAL GAS-FIRED BOILER AND HEATERS Emission calculations for the natural gas-fired boiler and heaters are based on heating load estimates prepared for each building. Heating requirements for each building are based on preliminary building sizing and assumed materials of construction. The sizes and materials included in this study are not expected to represent the final design, but are intended to serve as the baseline for configuration control and value engineering analyses.

Additional engineering analyses prepared during facility design may reduce the size and heating requirements of the buildings.

The size of the Production Facility Building is based on a Layout Study prepared by Merrick & Company (Merrick, 2012). The Layout Study included three alternative layout options for the Production Facility Building.

Layout 1, totaling approximately 85,000 ft2 in size, is used in this study as it is the largest layout and therefore would have the greatest heating requirements. The Layout Study indicates that the Production Facility Building will be heated with a natural gas-fired boiler.

Heating load requirements for the other on-site buildings are based on building dimensions included in the SUPP prepared by S&L (S&L Drawing No. C-001, Rev 0). The SUPP provides bounding sizes for four additional buildings, including the Support Facility Building (150 x 100); Administration Building (120 x 80); Waste Staging and Shipping Building (100 x 50); and Diesel Generator Building (50 x 30). Heating load estimates for these four buildings assume typical one-story buildings (maximum height of 24 feet) with metal siding with 4 insulation constructed on a concrete slab. Each building is assumed to be heated with an indirect-fired natural gas heater, as is typical for this type of building construction. In an indirect heater, combustion occurs at the burner located within the combustion chamber. Heat from the burner flame is transferred to the outside surface of the combustion chamber walls by conduction, where air passing the combustion chamber is heated. Duct work and fans are used to transfer the heated air throughout the building as needed, while combustion products from the combustion chamber are vented to the outside. For this evaluation it was assumed that the flue gas vent systems will be vented by convection through the building roofs.

Heating load requirements for all buildings are based on the following assumptions:

3/4 Design outdoor air temperature of -9.6 oF from ASHRAE data from Madison, WI (99.6% value);

3/4 Design indoor air temperature of 72 oF (typical);

3/4 Below ground temperature for Production Facility Building basement assumed to be 30 oF per ASHRAE Fundamentals 18.31; 3/4 Production Facility Building outdoor air requirements are based on 6 air changes per hour using volume of the contaminated areas only;

SL- 011348 Revision 1 Project No: 12885-001 Page 4 3/4 Outdoor air requirements for the ancillary buildings are based on 0.06 cfm/ft2 per ASHRAE 62.1; 3/4 Ancillary building heat losses are calculated using U-factors (heat transmission coefficient of the building material measured as Btu/hr per ft2 per oF) based on metal siding with 4 insulation constructed on a concrete slab; 3/4 Building dimensions for the Production Facility Building are based on the General Arrangement drawings prepared by Merrick & Company (Layout Option 1), Drawing No. 7290_GA_LAYOUT-1 (six drawings).

3/4 The Production Facility Building is assumed to have concrete walls. U-factors for the contaminated areas within the Production Facility Building are based on 12 and 48 HW concrete as shown in the General Arrangement drawings.

3 METHDOLOGY AND EVALUATION Emissions for the EDG and the natural gas-fired boiler are estimated using either: (1) emission rates available from equipment vendors; or (2) representative emission factors published by the U.S. Environmental Protection Agency (EPA) in a document known as AP-42 (EPA, 1995). Emission rates and emission factors are expressed as weight of the pollutant emitted as a function of the combustion source heat input, fuel consumption, or power output (e.g., lb/MMBtu or g/bhp-hr). Emission factors are generally assumed to be representative of long-term averages for similar emission sources in a given source category. Hourly full load emissions from each source are calculated by multiplying the applicable emissions factor by the full load heat input to the emission source.

3.1 FULL LOAD HEAT INPUTS Full load heat inputs to each combustion emission source are calculated based on the design parameters and assumptions outlined in Section 2. To provide bounding values for heat input and fuel consumption, heating loads required for each building were increased by approximately 25% to size the boiler and heaters. As explained in Section 2.1, the size of the EDG also includes a margin of approximately 25%. Full load heat inputs to each combustion emission source are summarized in Table 2.

SL- 011348 Revision 1 Project No: 12885-001 Page 5 Table 2. Combustion Emission Source Full Load Heat Inputs Calculated Heating Load Building Btu/hr Heat Input Used for Emission Calculations Emergency Diesel Generator NA 43.56 MMBtu/hr Diesel Engine Production Facility Building 23,603,000 30 MMBtu/hr Natural Gas-Fired Boiler Support Facility Building 337,317 420,000 Btu/hr Heater Administration Building 233,378 290,000 Btu/hr Heater Waste Staging and Shipping Building 141,597 180,000 Btu/hr Heater Diesel Generator Building 57,787 72,000 Btu/hr Heater 3.2 EMISSON FACTORS Emission factors used to calculate hourly full load emissions from each combustion source are summarized in Tables 3 through 5.

Table 3. Emergency Diesel Generator - Emission Factors Pollutant Emission Factor Units Source CO 0.52 g/bhp-hr CAT C175-20 Diesel Engine Data Sheet*

NOx 5.07 g/bhp-hr CAT C175-20 Diesel Engine Data Sheet*

PM (Total) 0.04 g/bhp-hr CAT C175-20 Diesel Engine Data Sheet*

VOC 0.17 g/bhp-hr CAT C175-20 Diesel Engine Data Sheet*

SO2 0.005 lb/MMBtu Calculated based on maximum fuel sulfur content of 50 ppm and fuel heating value of 141,000 Btu/gal.

CO2 165 lb/MMBtu AP-42 Table 3.4-1 (10/96)

Emissions from the CAT C175-20 diesel engine, available from Caterpillar, are expected to be typical of emissions from large diesel-fired engines. Caterpillar reports that emissions data measurement procedures are consistent with those described in 40 CFR Part 89, Subparts D & E, and ISO8178-1 for measuring CO, PM, NOx, and hydrocarbon emissions.

Emissions data provided above are based on 100% load steady state operating conditions of 77 oF, 28.42 in. Hg, and No. 2 diesel fuel with 35o API and LHV of 18,390 Btu/lb.

Table 4. Natural Gas-Fired Boiler - Emission Factors Pollutant Emission Factor Units Source CO 84 lb/106 scf AP-42 Table 1.4-1 Small Boiler (<100 MMBtu/hr)

Controlled with Low-NOx Burners NOx 50 lb/106 scf AP-42 Table 1.4-1 Small Boiler (<100 MMBtu/hr)

Controlled with Low-NOx Burners PM (Total) 7.6 lb/106 scf AP-42 Table 1.4-2 VOC 5.5 lb/106 scf AP-42 Table 1.4-2 SO2 0.6 lb/106 scf AP-42 Table 1.4-2 CO2 120,000 lb/106 scf AP-42 Table 1.4-2

SL- 011348 Revision 1 Project No: 12885-001 Page 6 Table 5. Natural Gas-Fired Heaters - Emission Factors Pollutant Emission Factor Units Source CO 40 lb/106 scf AP-42 Table 1.4-1 Residential Furnaces

(<0.3 MMBtu/hr)

NOx 94 lb/106 scf AP-42 Table 1.4-1 Residential Furnaces

(<0.3 MMBtu/hr)

PM (Total) 7.6 lb/106 scf AP-42 Table 1.4-2 VOC 5.5 lb/106 scf AP-42 Table 1.4-2 SO2 0.6 lb/106 scf AP-42 Table 1.4-2 CO2 120,000 lb/106 scf AP-42 Table 1.4-2 4

RESULTS 4.1 EMISSIONS AND STACK CHARACTERISTICS Emissions and stack characteristics for each emission source, based on the design parameters, assumptions, and emission factors summarized above, are provided for each combustion source in Tables 6 through 11 (at the end of this section).

Exhaust characteristics for the EDG are estimated based on heat input to the source, fuel consumption, and combustion calculations assuming 25% excess combustion air. Exhaust gas temperatures for the EDG are based on data in the CAT C175-20 Diesel Engine Technical Data Sheet, and the calculated exhaust gas flow rates are benchmarked against exhaust flow data included in the CAT technical data sheet.

Exhaust characteristics for the Production Facility Building natural gas-fired boiler are estimated based on heat input to the source, fuel consumption, and combustion calculations assuming 25% excess combustion air.

Exhaust gas temperatures for the natural gas-fired boiler are based on temperature data provided by boiler vendors for other similar projects. Exhaust from the natural gas-fired boiler will be vented to the atmosphere through the Production Facility Buildings main stack, which is designed primarily to vent gaseous effluents from the SHINE isotope production process. Release point characteristics for the process-related gaseous effluents were provided by Merrick & Company in its response to RFI S&L-2012-0042, Rev 0, dated July 20, 2012. Stack characteristics for the Production Facility Buildings main stack, provided below, include the combined process-related and natural gas-boiler exhaust flows.

Stack characteristics for the indirect-fired heaters are based on information available from equipment vendors for packaged indirect-fired heaters. Vertical convection stack vents equipped with a rain cap are assumed for each natural gas-fired heater. Each stack is assumed to be 5 feet higher than the highest point of the roof of the

SL- 011348 Revision 1 Project No: 12885-001 Page 7 building. Note that although all of the buildings were conservatively assumed to be 24 feet high in order to provide a bounding estimate of heating requirements, more realistic building-specific stack heights are shown in Tables 8 through 11 for input to air quality modeling. Natural gas heater information sources referenced for this evaluation include: The Reznor Gas-Fired Space Heating Handbook published for Reznor HVAC Equipment (Reznor, 2002), and Hastings HVAC Bulletin No. IRHS-1, December 2011.

4.2 GASEOUS EFFLUENT CONTROL SYSTEMS Emission calculations included in this evaluation are intended to provide bounding values for emissions from combustion sources at the SHINE isotope production facility. As such, emission calculations assume that emissions will be limited using standard combustion controls, but do not assume the installation of post-combustion control systems.

The diesel generator specified for the SHINE production facility will be required to meet all applicable New Source Performance Standards (NSPS, 40 CFR Part 60 Subpart IIII) and National Emission Standards for Hazardous Air Pollutants (NESHAP, 40 CFR Part 63 Subpart ZZZZ). The NSPS and NESHAP standards applicable to the diesel generator will depend upon several design parameters and operating variables which have not yet been established, including the year the engine is manufactured, size of the engine, displacement (L/cyl),

speed (rpm), annual hours of operation, and classification of the facility as a major or area source of hazardous air pollutants. Therefore, diesel engine emissions for this evaluation are based on published emissions data for a CAT C175-20 engine, which are expected to be typical of emissions from large diesel-fired engines with no post-combustion emission control systems.

Emissions of nitrogen oxides (NOx) from the natural gas-fired boiler will be controlled using low NOx burners (LNB), which are standard equipment on most new boilers manufactured in the United States. LNBs limit NOx formation by controlling both the stoichiometric and temperature profiles of the combustion flame in each burner flame envelope. This control is achieved with design features that regulate the aerodynamic distribution and mixing of the fuel and air, yielding reduced oxygen in the primary combustion zone, reduced flame temperature, and reduced residence time at peak combustion temperatures. The combination of these techniques produces lower NOx emissions during the combustion process. Post-combustion air quality control systems are not anticipated for the natural gas-fired boiler, as natural gas is an inherently clean fuel with minimal sulfur dioxide (SO2) and particulate matter (PM) emissions.

Emissions from the natural gas-fired heaters will be controlled using combustion controls and properly designed and tuned burners. Gas burners come in a great variety of shapes, sizes, and designs. Typical gas burners found

SL- 011348 Revision 1 Project No: 12885-001 Page 8 in indirect-fired heaters are the ribbon-port type, which vary in length and in port sizes, and may employ a single ribbon or many ribbons depending on the volume of gas to be burned (Reznor, 2002). The emission calculations assume properly designed and tuned burners, with a proper balance of primary air and secondary air to ensure complete combustion. Post-combustion air quality control systems are not anticipated for the natural gas-fired heaters, as natural gas is an inherently clean fuel with minimal SO2 and PM emissions.

4.3 PLUME VISIBILITY CHARACTERISTICS Plume visibility, or opacity, from the natural gas-fired boiler and heaters is expected to be minimal. Because natural gas is a gaseous fuel, filterable PM emissions which generally contribute to plume visibility are expected to be very low. PM emissions associated with natural gas combustion are usually larger molecular weight hydrocarbons that are not fully combusted; thus increased PM emissions can result from poor air/fuel mixing or maintenance problems (EPA, 1995, Section 1.4, pg. 1.4). With proper burner maintenance and tuning, opacity associated with the natural gas-fired boiler and heaters is expected to be minimal.

White, blue, and black smoke can be emitted from diesel-fired engines (EPA, 1995, Section 3.4, pg. 3.4-3).

Liquid particles can appear as white smoke in the exhaust during an engine cold start, idling, or low load operation. These emissions are formed in the quench layer adjacent to the engines cylinder walls, where the temperature is not high enough to ignite the fuel. Blue smoke can be emitted when lubricating oil leaks into the combustion chamber and is partially burned. Proper maintenance is the most effective method of preventing blue smoke emissions from all types of internal combustion engines. The primary constituent of black smoke is agglomerated carbon particles or soot. Proper engine maintenance and combustion controls will minimize particulate matter emissions and limit opacity from the EDG. Opacity is expected to be less than 5% at all times, excluding, potentially, periods of startup.

SL- 011348 Revision 1 Project No: 12885-001 Page 9 Table 6. Emergency Diesel Generator - Emissions Pollutant Emission Rates Source Hourly Emissions Equivalent Heat Input Emission Factor (grams/bhp-hr)

(lb/hr)

(lb/MMBtu)

CO 0.52 CAT C175-20 Diesel Engine Technical Data Sheet 7.5 0.17 NOx 5.07 CAT C175-20 Diesel Engine Technical Data Sheet 73.3 1.68 PM 0.04 CAT C175-20 Diesel Engine Technical Data Sheet 0.55 0.013 HC (VOC) 0.17 CAT C175-20 Diesel Engine Technical Data Sheet 2.51 0.058 SO2 0.015 Calculated based on maximum fuel sulfur content of 50 ppm 0.22 0.005 CO2 497 AP-42 (10/96)

Table 3.4-1 7,187 165 STACK CHARACTERISTICS Elevation feet above grade 22 Approximate stack height based on vendor data. Stack height can be adjusted.

Exhaust Orientation Horizontal /

Vertical Vertical Assumed vertical exhaust with no rain cap.

Diameter inches 27 Calculated based on exhaust gas flow rate and assumed exhaust velocity Exhaust Flow acfm 34,621 Benchmarked against exhaust gas flow for CAT C175-20 Diesel Engine.

Exhaust Temperature oF 885 Benchmarked against exhaust gas flow for CAT C175-20 Diesel Engine Exhaust Velocity ft/sec 150 Assumed

SL- 011348 Revision 1 Project No: 12885-001 Page 10 Table 7. Production Facility Building Natural Gas-Fired Boiler - Emissions Design Firing Rate:

30.0 MMBtu/hr Estimated based on preliminary building sizing and materials of construction plus 25% design margin Heating Value for Natural Gas:

1,020 Btu/scf AP-42 Table 1.4-1 Maximum Fuel Firing Rate:

29,412 scf/hr Calculated Hourly Emissions Pollutant Emission Factor Units Source (lb/hr)

(lb/MMBtu)

CO 84 lb/106 scf AP-42 Table 1.4-1 (7/98) 2.47 0.082 NOx 50 lb/106 scf AP-42 Table 1.4-1 (7/98) 1.48*

0.049 PM10 (filterable) 1.9 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.06 0.0020 PM10 (total) 7.6 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.22 0.0073 VOC 5.5 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.16 0.0053 SO2 0.6 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.018 0.0006 CO2 120,000 lb/106 scf AP-42 Table 1.4-2 (7/98) 3,529 117.6

Includes process related NOx emissions of 0.005 lb/hr based on gaseous effluent information provided by Merrick &

Company in its response to RFI S&L-2012-0042, Rev 0, dated July 20, 2012.

Stack Data Units Boiler Process Combined Boiler Exhaust Flow acfm 14,450 141,039 155,756 Boiler Exhaust Flow scfm 7,188 137,820 145,008 Exhaust Temperature oF 585 72 98 Elevation 96 feet above grade (Merrick response to RFI S&L-2012-0042)

Diameter 7.0 feet (based on 84 inch diameter, Merrick response to RFI S&L-2012-0042)

Exhaust Velocity 67 ft/sec (based on combined flow rate)

SL- 011348 Revision 1 Project No: 12885-001 Page 11 Table 8. Administration Building - Natural Gas-Fired Heater Emissions Estimated Heating Load:

233,278 Btu/hr Estimated based on preliminary building size and materials of construction Design Firing Rate; 290,000 Btu/hr Heating load plus a design margin of approximately 25% to provide bounding value Heating Value for Natural Gas:

1,020 Btu/scf AP-42 Table 1.4-1 Firing Rate:

284.3 scf/hr Calculated Hourly Emissions Pollutant Emission Factor Units Source (lb/hr)

(lb/MMBtu)

CO (Residential Furnace) 40 lb/106 scf AP-42 Table 1.4-1 (7/98) 0.011 0.038 NOx (Residential Furnace) 94 lb/106 scf AP-42 Table 1.4-1 (7/98) 0.027 0.093 PM10 (filterable) 1.9 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.0005 0.002 PM10 (total) 7.6 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.0022 0.008 VOC 5.5 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.0016 0.006 SO2 0.6 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.00017 0.0006 CO2 120,000 lb/106 scf AP-42 Table 1.4-2 (7/98) 34.1 117.6 STACK CHARACTERISTICS Elevation feet above grade 21 Based on Administration Building height of 16 feet and heater exhaust height of 5 feet above roof Exhaust Orientation Horizontal /

Vertical Vertical Assumed vertical exhaust with rain cap Diameter inches 5.0 Typical exhaust vent outlet for 200,000 to 300,000 Btu/hr heater*

Exhaust Fan Flow acfm 180 Approximate full load exhaust gas flow rate based on natural gas combustion Exhaust Temperature oF 160 Assumed for indirect-fired natural gas heater Exhaust Velocity ft/sec 22 Calculated

Exhaust characteristics for the indirect-fired heaters were based on information available from equipment vendors for packaged indirect-fired heaters. Information sources include: The Reznor Gas-Fired Space Heating Handbook published for Reznor HVAC Equipment (Reznor, 2002), and Hastings HVAC Bulletin No. IRHS-1, December 2011.

SL- 011348 Revision 1 Project No: 12885-001 Page 12 Table 9. Support Facility Building - Natural Gas-Fired Heater Emissions Estimated Heating Load:

337,317 Btu/hr Estimated based on preliminary building size and materials of construction Design Firing Rate; 420,000 Btu/hr Heating load plus a design margin of approximately 25% to provide bounding value Heating Value for Natural Gas:

1,020 Btu/scf AP-42 Table 1.4-1 Firing Rate:

411.8 scf/hr Calculated Hourly Emissions Pollutant Emission Factor Units Source (lb/hr)

(lb/MMBtu)

CO (Residential Furnace) 40 lb/106 scf AP-42 Table 1.4-1 (7/98) 0.016 0.038 NOx (Residential Furnace) 94 lb/106 scf AP-42 Table 1.4-1 (7/98) 0.039 0.093 PM10 (filterable) 1.9 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.0008 0.002 PM10 (total) 7.6 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.0031 0.007 VOC 5.5 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.0023 0.005 SO2 0.6 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.00025 0.0006 CO2 120,000 lb/106 scf AP-42 Table 1.4-2 (7/98) 49.4 117.6 STACK CHARACTERISTICS Elevation feet above grade 26 Based on Support Facility Building height of 21 feet and heater exhaust height of 5 feet above roof Exhaust Orientation Horizontal /

Vertical Vertical Assumed vertical exhaust with rain cap Diameter inches 6.0 Typical exhaust vent outlet for >300,000 Btu/hr heater*

Exhaust Fan Flow acfm 260 Approximate full load exhaust gas flow rate based on natural gas combustion Exhaust Temperature oF 160 Assumed for indirect-fired natural gas heater Exhaust Velocity ft/sec 22 Calculated

Exhaust characteristics for the indirect-fired heaters were based on information available from equipment vendors for packaged indirect-fired heaters. Information sources include: The Reznor Gas-Fired Space Heating Handbook published for Reznor HVAC Equipment (Reznor, 2002), and Hastings HVAC Bulletin No. IRHS-1, December 2011.

SL- 011348 Revision 1 Project No: 12885-001 Page 13 Table 10. Waste Staging & Shipping Building - Natural Gas-Fired Heater Emissions Estimated Heating Load:

141,597 Btu/hr Estimated based on preliminary building size and materials of construction Design Firing Rate; 180,000 Btu/hr Heating load plus a design margin of approximately 25% to provide bounding value Heating Value for Natural Gas:

1,020 Btu/scf AP-42 Table 1.4-1 Firing Rate:

176.5 scf/hr Calculated Hourly Emissions Pollutant Emission Factor Units Source (lb/hr)

(lb/MMBtu)

CO (Residential Furnace) 40 lb/106 scf AP-42 Table 1.4-1 (7/98) 0.007 0.039 NOx (Residential Furnace) 94 lb/106 scf AP-42 Table 1.4-1 (7/98) 0.017 0.094 PM10 (filterable) 1.9 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.0003 0.002 PM10 (total) 7.6 lb/106 scf AP-42 Table 1.4-2 (7/98) 0,.0013 0.007 VOC 5.5 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.0010 0.006 SO2 0.6 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.000011 0.0006 CO2 120,000 lb/106 scf AP-42 Table 1.4-2 (7/98) 21.2 117.8 STACK CHARACTERISTICS Elevation feet above grade 23 Based on Waste Staging & Shipping Building height of 18 feet and heater exhaust height of 5 feet above roof Exhaust Orientation Horizontal /

Vertical Vertical Assumed vertical exhaust with rain cap Diameter inches 4.0 Typical exhaust vent outlet for <200,000 heater*

Exhaust Fan Flow acfm 120 Approximate full load exhaust gas flow rate based on natural gas combustion Exhaust Temperature oF 160 Assumed for indirect-fired natural gas heater Exhaust Velocity ft/sec 23 Calculated

Exhaust characteristics for the indirect-fired heaters were based on information available from equipment vendors for packaged indirect-fired heaters. Information sources include: The Reznor Gas-Fired Space Heating Handbook published for Reznor HVAC Equipment (Reznor, 2002), and Hastings HVAC Bulletin No. IRHS-1, December 2011.

SL- 011348 Revision 1 Project No: 12885-001 Page 14 Table 11. Diesel Generator Building - Natural Gas-Fired Heater Emissions Estimated Heating Load:

57,987 Btu/hr Estimated based on preliminary building size and materials of construction Design Firing Rate; 72,000 Btu/hr Maximum heat input required plus 25%

design margin Heating Value for Natural Gas:

1,020 Btu/scf AP-42 Table 1.4-1 Firing Rate:

70.6 scf/hr Calculated Hourly Emissions Pollutant Emission Factor Units Source (lb/hr)

(lb/MMBtu)

CO (Residential Furnace) 40 lb/106 scf AP-42 Table 1.4-1 (7/98) 0.003 0.042 NOx (Residential Furnace) 94 lb/106 scf AP-42 Table 1.4-1 (7/98) 0.007 0.097 PM10 (filterable) 1.9 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.0001 0.001 PM10 (total) 7.6 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.0005 0.007 VOC 5.5 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.0004 0.006 SO2 0.6 lb/106 scf AP-42 Table 1.4-2 (7/98) 0.00004 0.0006 CO2 120,000 lb/106 scf AP-42 Table 1.4-2 (7/98) 8.5 118.1 STACK CHARACTERISTICS Elevation feet above grade 22 Based on Diesel Generator Building height of 17 feet and heater exhaust height of 5 feet above roof Exhaust Orientation Horizontal /

Vertical Vertical Assumed vertical exhaust with rain cap Diameter inches 4.0 Typical exhaust vent outlet for <200,000 heater*

Exhaust Fan Flow acfm 60 Approximate full load exhaust gas flow rate based on natural gas combustion Exhaust Temperature oF 160 Assumed for indirect-fired natural gas heater Exhaust Velocity ft/sec 11 Calculated

Exhaust characteristics for the indirect-fired heaters were based on information available from equipment vendors for packaged indirect-fired heaters. Information sources include: The Reznor Gas-Fired Space Heating Handbook published for Reznor HVAC Equipment (Reznor, 2002), and Hastings HVAC Bulletin No. IRHS-1, December 2011.

SL- 011348 Revision 1 Project No: 12885-001 Page 15 REFERENCES EPA, 1995. Compilation of Air Pollutant Emission Factors - Volume I: Stationary Point and Areas Sources, U.S.EPA Office of Air Quality Planning and Standards, Fifth Edition, January 1995 (AP-42).

Hastings, 2011. Bulletin IRHS-1, Hastings HVAC, August 2011 Merrick, 2012. SHINE Medical Isotope Production Facility Layout Study, 7290-RP-004 Revision A, Prepared by Merrick & Company for SHINE Medical Technologies, Inc., April 27, 2012.

Reznor, 2002. The Reznor Gas-Fired Space Heating Handbook, Thomas & Betts Corp., 2002.

CALC-2013-0007 Rev. 6 Heavy Construction Operations United States Environmental Protection Agency Compilation of Air Pollutant Emissions Factors, Volume 1:

Stationary Point and Area Sources, Fifth Edition, Section 13.2.3 (7 Pages)

13.2.3 Heavy Construction Operations 13.2.3.1 General Heavy construction is a source of dust emissions that may have substantial temporary impact on local air quality. Building and road construction are 2 examples of construction activities with high emissions potential. Emissions during the construction of a building or road can be associated with land clearing, drilling and blasting, ground excavation, cut and fill operations (i.e., earth moving), and construction of a particular facility itself. Dust emissions often vary substantially from day to day, depending on the level of activity, the specific operations, and the prevailing meteorological conditions. A large portion of the emissions results from equipment traffic over temporary roads at the construction site.

The temporary nature of construction differentiates it from other fugitive dust sources as to estimation and control of emissions. Construction consists of a series of different operations, each with its own duration and potential for dust generation. In other words, emissions from any single construction site can be expected (1) to have a definable beginning and an end and (2) to vary substantially over different phases of the construction process. This is in contrast to most other fugitive dust sources, where emissions are either relatively steady or follow a discernable annual cycle.

Furthermore, there is often a need to estimate areawide construction emissions, without regard to the actual plans of any individual construction project. For these reasons, following are methods by which either areawide or site-specific emissions may be estimated.

13.2.3.2 Emissions And Correction Parameters The quantity of dust emissions from construction operations is proportional to the area of land being worked and to the level of construction activity. By analogy to the parameter dependence observed for other similar fugitive dust sources,1 one can expect emissions from heavy construction operations to be positively correlated with the silt content of the soil (that is, particles smaller than 75 micrometers [m] in diameter), as well as with the speed and weight of the average vehicle, and to be negatively correlated with the soil moisture content.

13.2.3.3 Emission Factors Only 1 set of field studies has been performed that attempts to relate the emissions from construction directly to an emission factor.1-2 Based on field measurements of total suspended particulate (TSP) concentrations surrounding apartment and shopping center construction projects, the approximate emission factors for construction activity operations are:

E = 2.69 megagrams (Mg)/hectare/month of activity E = 1.2 tons/acre/month of activity These values are most useful for developing estimates of overall emissions from construction scattered throughout a geographical area. The value is most applicable to construction operations with:

(1) medium activity level, (2) moderate silt contents, and (3) semiarid climate. Test data were not sufficient to derive the specific dependence of dust emissions on correction parameters. Because the above emission factor is referenced to TSP, use of this factor to estimate particulate matter (PM) no greater than 10 m in aerodynamic diameter (PM-10) emissions will result in conservatively high 1/95 Miscellaneous Sources 13.2.3-1

estimates. Also, because derivation of the factor assumes that construction activity occurs 30 days per month, the above estimate is somewhat conservatively high for TSP as well.

Although the equation above represents a relatively straightforward means of preparing an areawide emission inventory, at least 2 features limit its usefulness for specific construction sites.

First, the conservative nature of the emission factor may result in too high an estimate for PM-10 to be of much use for a specific site under consideration. Second, the equation provides neither information about which particular construction activities have the greatest emission potential nor guidance for developing an effective dust control plan.

For these reasons, it is strongly recommended that when emissions are to be estimated for a particular construction site, the construction process be broken down into component operations.

(Note that many general contractors typically employ planning and scheduling tools, such as critical path method [CPM], that make use of different sequential operations to allocate resources.) This approach to emission estimation uses a unit or phase method to consider the more basic dust sources of vehicle travel and material handling. That is to say, the construction project is viewed as consisting of several operations, each involving traffic and material movements, and emission factors from other AP-42 sections are used to generate estimates. Table 13.2.3-1 displays the dust sources involved with construction, along with the recommended emission factors.3 In addition to the on-site activities shown in Table 13.2.3-1, substantial emissions are possible because of material tracked out from the site and deposited on adjacent paved streets. Because all traffic passing the site (i. e., not just that associated with the construction) can resuspend the deposited material, this "secondary" source of emissions may be far more important than all the dust sources actually within the construction site. Furthermore, this secondary source will be present during all construction operations. Persons developing construction site emission estimates must consider the potential for increased adjacent emissions from off-site paved roadways (see Section 13.2.1, "Paved Roads"). High wind events also can lead to emissions from cleared land and material stockpiles.

Section 13.2.5, "Industrial Wind Erosion", presents an estimation methodology that can be used for such sources at construction sites.

13.2.3.4 Control Measures4 Because of the relatively short-term nature of construction activities, some control measures are more cost effective than others. Wet suppression and wind speed reduction are 2 common methods used to control open dust sources at construction sites, because a source of water and material for wind barriers tend to be readily available on a construction site. However, several other forms of dust control are available.

Table 13.2.3-2 displays each of the preferred control measures, by dust source.3-4 Because most of the controls listed in the table modify independent variables in the emission factor models, the effectiveness can be calculated by comparing controlled and uncontrolled emission estimates from Table 13.2.3-1. Additional guidance on controls is provided in the AP-42 sections from which the recommended emission factors were taken, as well as in other documents, such as Reference 4.

13.2.3-2 EMISSION FACTORS 1/95

1/95 Miscellaneous Sources 13.2.3-3 Table 13.2.3-1. RECOMMENDED EMISSION FACTORS FOR CONSTRUCTION OPERATIONSa Construction Phase Dust-generating Activities Recommended Emission Factor Comments Rating Adjustmentb I. Demolition and debris removal

1. Demolition of buildings or other (natural) obstacles such as trees, boulders, etc.

a. Mechanical dismemberment

("headache ball") of existing structures NA

b. Implosion of existing structures NA

c. Drilling and blasting of soil Drilling factor in Table 11.9-4 Blasting factor NA Blasting factor in Tables 11.9-1 and 11.9-2 not considered appropriate for general construction activities

-1 NA

d. General land clearing Dozer equation (overburden) in Tables 11.9-1 and 11.9-2

-1/-2c

2. Loading of debris into trucks Material handling emission factor equation in Section 13.2.4

-0/-1c

3. Truck transport of debris Unpaved road emission factor in Section 13.2.2, or paved road emission factor in Section 13.2.1

-0/-1c

4. Truck unloading of debris Material handling emission factor equation in Section 13.2.4 May occur offsite

-0/-1c

13.2.3-4 EMISSION FACTORS 1/95 Table 13.2.3-1 (cont.).

Construction Phase Dust-generating Activities Recommended Emission Factor Comments Rating Adjustmentb II. Site Preparation (earth moving)

1. Bulldozing Dozer equation (overburden) in Tables 11.9-1 and 11.9-2

-1/-2c

2. Scrapers unloading topsoil Scraper unloading factor in Table 11.9-4

-1

3. Scrapers in travel Scraper (travel mode) expression in Tables 11.9-1 and 11.9-2

-0/-1c

4. Scrapers removing topsoil 5.7 kg/vehicle kilometer traveled (VKT) (20.2 lb/vehicle mile traveled [VMT])

Ed

5. Loading of excavated material into trucks Material handling emission factor equation in Section 13.2.4

-0/-1c

6. Truck dumping of fill material, road base, or other materials Material handling emission factor equation in Section 13.2.4 May occur offsite

-0/-1c

7. Compacting Dozer equation in Tables 11.9-1 and 11.9-2 Emission factor downgraded because of differences in operating equipment

-1/-2c

8. Motor grading Grading equation in Tables 11.9-1 and 11.9-2

-1/-2c

1/95 Miscellaneous Sources 13.2.3-5 Table 13.2.3-1 (cont.).

Construction Phase Dust-generating Activities Recommended Emission Factor Comments Rating Adjustmentb III. General Construction

1. Vehicular traffic Unpaved road emission factor in Section 13.2.2, or paved road emission factor in Section 13.2.1

-0/-1c

2. Portable plants

a. Crushing Factors for similar material/operations in Section 11.19.2

-1/-2c

b. Screening Factors for similar material/operations in Section 11.19.2

-1/-2c

c. Material transfers Material handling emission factor equation in Section 13.2.4

-0/-1c 3.

Other operations Factors for similar material/operations in the Mineral Products Industry, Chapter 11 of this document

a NA = not applicable.

b Refers to how many additional letters the emission factor should be downrated (beyond the guidance given in the other sections of AP-42) for application to construction activities. For example, "-2" means that an A-rated factor should be considered of C quality in estimating construction emissions. All emission factors assumed to have site-specific input values; otherwise, additional downgrading of one letter should be employed. Note that no rating can be lower than E.

c First value for cases with independent variables within range given in AP-42 section; second value for cases with at least 1 variable outside the range.

d Rating for emission factor given. Reference 5.

e In the event that individual operations cannot be identified, one may very conservatively overestimate PM-10 emissions by using Equation 1.

Table 13.2.3-2. CONTROL OPTIONS FOR GENERAL CONSTRUCTION OPEN SOURCES OF PM-10 Emission Source Recommended Control Method(s)

Debris handling Wind speed reduction Wet suppressiona Truck transportb Wet suppression Paving Chemical stabilizationc Bulldozers Wet suppressiond Pan scrapers Wet suppression of travel routes Cut/fill material handling Wind speed reduction Wet suppression Cut/fill haulage Wet suppression Paving Chemical stabilization General construction Wind speed reduction Wet suppression Early paving of permanent roads a Dust control plans should contain precautions against watering programs that confound trackout problems.

b Loads could be covered to avoid loss of material in transport, especially if material is transported offsite.

c Chemical stabilization usually cost-effective for relatively long-term or semipermanent unpaved roads.

d Excavated materials may already be moist and not require additional wetting. Furthermore, most soils are associated with an "optimum moisture" for compaction.

References For Section 13.2.3 1.

C. Cowherd, Jr., et al., Development Of Emissions Factors For Fugitive Dust Sources, EPA-450/3-74-03, U. S. Environmental Protection Agency, Research Triangle Park, NC, June 1974.

2.

G. A. Jutze, et al., Investigation Of Fugitive Dust Sources Emissions And Control, EPA-450/3-74-036a, U. S. Environmental Protection Agency, Research Triangle Park, NC, June 1974.

3.

Background Documentation For AP-42 Section 11.2.4, Heavy Construction Operations, EPA Contract No. 69-D0-0123, Midwest Research Institute, Kansas City, MO, April 1993.

4.

C. Cowherd, et al., Control Of Open Fugitive Dust Sources, EPA-450/3-88-008, U. S. Environmental Protection Agency, Research Triangle Park, NC, September 1988.

13.2.3-6 EMISSION FACTORS 1/95

5.

M. A. Grelinger, et al., Gap Filling PM-10 Emission Factors For Open Area Fugitive Dust Sources, EPA-450/4-88-003, U. S. Environmental Protection Agency, Research Triangle Park, NC, March 1988.

1/95 Miscellaneous Sources 13.2.3-7

CALC-2013-0007 Rev. 6 United States Environmental Protection Agency Direct Emissions from Mobile Construction Sources EPA430-K-08-004 (36 Pages)

The Climate Leaders Greenhouse Gas Inventory Protocol is based on the Greenhouse Gas Protocol (GHG Protocol) developed by the World Resources Institute (WRI) and the World Business Council for Sustainable Development (WBCSD). The GHG Protocol consists of corporate accounting and reporting standards and separate calculation tools. The Climate Leaders Greenhouse Gas Inventory Protocol is an effort by EPA to enhance the GHG Protocol to fit more precisely what is needed for Climate Leaders. The Climate Leaders Greenhouse Gas Protocol consists of the fol-lowing components:

Design Principles Guidance

Core Modules Guidance

Optional Modules Guidance All changes and additions to the GHG Protocol made by Climate Leaders are summarized in the Climate Leaders Greenhouse Gas Inventory Protocol Design Principles Guidance.

For more information regarding the Climate Leaders Program, visit us on the Web at www.epa.gov/climateleaders.

M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Ta b l e o f C o n t e n t s

1. Introduction......................................................................1 1.1. Core Direct versus Optional Indirect Emissions.................................................................1 1.2. Greenhouse Gases Included.................................................................................................2 1.3. Bio Fuels................................................................................................................................3

2. Methods for Estimating CO2 Emissions.............................4

3. Method for Estimating CH4 and N2O Emissions................7

4. Choice of Activity Data and Emission Calculation Factors.........................................................10 4.1. Activity Data........................................................................................................................10 4.2. Emission Calculation Factors..............................................................................................12

5. Completeness..................................................................14

6. Uncertainty Assessment.................................................15

7. Reporting and Documentation........................................16

8. Inventory Quality Assurance and Quality Control (QA/QC)..............................................................17 Appendix A: Calculating CH4 and N2O Emissions from Mobile Combustion Sources.......................................18 Appendix B: Calculating CO2 Emissions from Mobile Combustion Sources..........................................................26 Motor Gasoline and Diesel Fuel................................................................................................26 Fuel Oil, Aviation Gasoline, and Jet Fuel.................................................................................27 Liquified Petroleum Gas (LPG).................................................................................................28 Matural Gas (Compressed and Liquefied)................................................................................29 Ethanol........................................................................................................................................30 Biodiesel.....................................................................................................................................31 C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l i

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i i C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l

M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Introduction S E C T I O N 1 G

reenhouse gas (GHG) emissions are produced by mobile sources as fossil fuels are burned. Carbon dioxide (CO2), methane (CH4) and nitrous oxide (N2O) are emitted directly through the combustion of fossil fuels in different types of mobile equip-ment. A list of mobile sources that could poten-tially be included in a Climate Leaders Partners GHG inventory is given in Table 1.

GHG emissions from mobile sources also include hydrofluorocarbon (HFC) and perfluo-rocarbon (PFC) emissions from mobile air con-ditioning and transport refrigeration leaks. The calculation of fugitive HFC and PFC emissions from mobile sources is described in the Climate Leaders guidance for Direct HFC and PFC Emissions from Use of Refrigeration & Air Conditioning Equipment.

1.1. Core Direct versus Optional Indirect Emissions This document presents the guidance for esti-mating Core Direct GHG emissions resulting from the operation of owned or leased mobile sources.

This guidance applies to all sectors whose opera-tions include owned or leased mobile sources.

Table 1: Categories of Mobile Sources Category Primary Fuels Used Highway Vehicles Passenger Cars Gasoline Vans, Pickup Trucks & SUVs Diesel Fuel Light trucks Combination Trucks Buses Non-Road Vehicles Construction Equipment Diesel Fuel Agricultural Equipment Gasoline Other Off-Road Equipment Waterborne Freighters Diesel Fuel Tankers Residual Fuel Oil Rail Amtrak Diesel Fuel Commuter Rail Electric Freight Trains Air Commercial Aircraft Kerosene Jet Fuel Executive Jets C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l 1

S E C T I O N 1 M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E All other company-related mobile source emis-sions, including employee commuting, employ-ee travel, and upstream/downstream third party transportation emissions, such as those associated with transporting material inputs or product distribution, are considered Optional Indirect emissions. This guidance document focuses only on the Core Direct emissions esti-mates. There is a separate guidance document available that focuses on the Optional Indirect sources related to mobile source emissions.

1.2. Greenhouse Gases Included The greenhouse gases CO2, CH4, and N2O are emitted during the combustion of fossil fuels in mobile sources. For most transportation modes, N2O and CH4 emissions comprise a rel-atively small proportion of overall transporta-tion related GHG emissions (approximately 2%

combined). However, for gasoline fueled high-way vehicles (e.g., passenger cars and light trucks) N2O and CH4 could be a more signifi-cant (approximately 5%) portion of total GHG emissions.1 N2O and CH4 emissions are likely to be an even higher percentage of total GHG emissions from alternate fuel vehicles.

The approach to estimating CO2 emissions from mobile combustion sources varies signifi-cantly from the approach to estimating CH4 and N2O emissions. While CO2 can be reason-ably estimated by applying an appropriate car-bon content and fraction of carbon oxidized factor to the fuel quantity consumed, CH4 and N2O emissions depend largely on the emissions control equipment used (e.g., type of catalytic converter) and vehicle miles traveled.

Emissions of these gases also vary with the efficiency and vintage of the combustion tech-nology, as well as maintenance and operational practices. Due to this complexity, a much high-er level of uncertainty exists in the estimation of CH4 and N2O emissions from mobile combus-tion sources, compared to the estimation of CO2 emissions.

Climate Leaders Partners are required to account for their emissions of all three GHGs from mobile combustion sources2. Information on methods used to calculate CO2 emissions is found in Section 2. Information on an approach for determining CH4 and N2O emissions is found in Section 3.

Climate Leaders Partners account for emis-sions resulting directly from their activities, but are not required to account for the full life cycle greenhouse gas emissions associated with those activities. For example, a fleet owner is responsible for accounting for emis-sions resulting from the burning of fuel from the fleet, but not for the emissions associated with producing the fuel. For the purposes of the Climate Leaders Program, fuel-processing emissions are considered the direct responsi-bility of the fuel producer.

Partners should be aware, however, that the choice of transportation modes and fuels can greatly influence GHG emissions from a life cycle perspective. A transportation mode may 1 Relative contribution of each gas was determined based on total emissions of each gas by transportation mode in terms of CO 2-Equivalent emissions. Data were taken from U.S. EPA 2007 Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2005, EPA 430-R-07-002.

2 Partners are also required to account for HFC and PFC emissions from mobile air conditioning and refrigerated transport as appli-cable, as outlined in the Climate Leaders guidance for Direct HFC and PFC Emissions from Use of Refrigeration & Air Conditioning Equipment.

2 C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l

M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E S E C T I O N 1 have relatively few GHG emissions from the vehicle itself, but emissions could be higher from the production of the fuel. Therefore, Partners are encouraged to consider the full life cycle impacts of fuels when analyzing dif-ferent transportation modes and fuel options.

1.3. Bio Fuels Non-fossil fuels (e.g., ethanol, bio-diesel) may be combusted in mobile sources. The CO2 emissions from combustion of these fuels are reported as biomass CO2 emissions and are tracked separately from fossil CO2 emissions.

Partners are required to report biomass CO2 emissions from mobile sources using non-fossil fuels in terms of total amount of biogenic CO2 emitted.

There are several transportation fuels that are actually blends of fossil and non-fossil fuels.

For example E85 is made up of 85% ethanol (non-fossil fuel) and 15% gasoline (fossil fuel) and B20 is a blend of 20% bio-diesel (non-fossil fuel) and 80% diesel fuel (fossil fuel).

Combustion of these blended fuels results in emissions of both fossil CO2 and biomass CO2.

Partners should report both types of CO2 emis-sions if these blended fuels are used.

As is the case with fossil fuels, Partners are encouraged to consider the full life cycle impacts of the biofuel when analyzing different transportation modes and fuel options.

C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l 3

S E C T I O N 2 M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Methods for Estimating CO2 Emissions T

he CO2 emissions associated with fuel CO2 emissions are calculated directly with the combustion are a function of the vol-carbon content of the fuel, the fuel density, and ume of fuel combusted, the density of the fraction of carbon oxidized for each fuel the fuel, the carbon content of the fuel, and the type. Equation 1 presents an overview of this fraction of carbon that is oxidized to CO2.

approach.

When the fuel density and carbon content by The complete steps involved with estimating mass are known, CO2 emissions can be deter-CO2 emissions with this approach are shown mined directly. Often, however, this informa-below.

tion may not be readily available for a particu-lar fuel. The CO2 emissions can then be esti-Step 1: Determine the amount of fuel combusted.

mated from the heat content of the fuel and the This can be determined from a top-down carbon content per unit of energy. Carbon con-approach based on fuel receipts, purchase tent factors per energy unit are often used records, or through direct measurement at the because they are less variable than published mobile source. Fuel use can also be based on a carbon content factors per physical unit.

bottom-up approach based on using vehicle Either of these methods is an acceptable activity data and fuel economy factors to generate approach for Climate Leaders Partners to use.3 an estimate of fuel consumed. Methods for deter-mining fuel use are discussed in Section 4.1.

Equation 1: Density and Carbon Content Approach for Estimating CO2 Emissions n

CO2 (m.w.)

Emissions = Fueli x FDi x Ci x FOi x C (m.w.)

i=1 where:

Fueli

= Volume of Fuel Type i Combusted mass FDi

= Density of Fuel Type i (volume) mass C Ci

= Carbon Content Fraction of Fuel Type i (mass fuel)

FOi

= Fraction Oxidized of Fuel Type i CO2 (m.w.)

= Molecular weight of CO2 C (m.w.)

= Molecular Weight of Carbon 3 EPA uses both approaches for different purposes. For the purposes of calculating fuel economy, and in the MOBILE 6.2-model, EPA uses the fuel density and carbon content fraction as outlined in 40 CFR 600.113. In the U.S. EPA 2007 Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2005, EPA 430-R-07-002, EPA uses the energy based carbon factor approach due to data availability and to be consistent with Intergovernmental Panel on Climate Change (IPCC) guidelines.

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E S E C T I O N 2 Step 2: Determine fuel density and carbon content of the fuels consumed. Fuel carbon content and density values are determined based on fuel analysis data (discussed in Section 4.2). The fuel density (mass/volume) can then be multiplied by the carbon content, or weight fraction of carbon in the fuel, (mass C/mass fuel) to determine mass of C per vol-ume of fuel. Default values in terms of mass of C per volume are given for gasoline and on-road diesel fuel in Table 5 of Section 4.2.

Step 3: Estimate carbon emitted. When fuel is burned, most of the carbon is eventually oxidized to CO2 and emitted to the atmos-phere. To account for the small fraction that is not oxidized and remains trapped in the ash, multiply the carbon content by the fraction of carbon oxidized. Partners should use oxidation factors specific to the com-bustion source if known. Otherwise, a default value of 1.0 for all fuels is used based on guidance in the 2006 Intergovernmental Panel on Climate Change (IPCC) Guidelines for National Greenhouse Gas Inventories.

Step 4: Convert to CO2 emitted. To obtain total CO2 emitted, multiply carbon emis-sions by the molecular weight ratio of CO2 (m.w. 44) to carbon (m.w. 12) (44/12).

When calculating CO2 emissions from the car-bon content per unit of energy, emissions are calculated by applying a carbon content and fraction of carbon oxidized factor to the total fuel consumption for each fuel type. Equation 2 presents an overview of this approach.

The steps involved with estimating CO2 emis-sions with this approach are shown below.

Step 1: Determine the amount of fuel combusted.

This can be determined from a top-down approach based on fuel receipts, purchase records, or through direct measurement at the mobile source. Fuel use can also be based on a bottom-up approach using vehicle activity data and fuel economy factors to generate an estimate of fuel consumed. Methods for deter-mining fuel use are discussed in Section 4.1.

Equation 2: Carbon Content per Unit of Energy Approach for Estimating CO2 Emissions n

CO2 (m.w.)

Emissions = Fueli x HCi x Ci x FOi x C (m.w.)

i=1 where:

Fueli

= Volume of Fuel Type i Combusted HCi

= Heat Content of Fuel Type i energy (volume of fuel )

Ci

= Carbon Content Coefficient of Fuel Type i mass C

( energy )

FOi

= Fraction Oxidized of Fuel Type i CO2 (m.w.) = Molecular weight of CO2 C (m.w.)

= Molecular Weight of Carbon C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l 5

S E C T I O N 2 M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Step 2: Convert the amount of fuel combusted into energy units. The amount of fuel com-busted is typically measured in terms of physical units (e.g., gallons or barrels). This needs to be converted to amount of fuel used in terms of energy units. If the heating value of the specific fuel purchased is not known then default fuel specific heating val-ues listed in Appendix B can be applied. To convert the amount of fuel combusted into an amount of energy used, multiply the vol-ume of fuel used (total number of gallons or barrels of fuel) by the heating value of the fuel, expressed in units of energy per units of volume.

Step 3: Estimate carbon content of fuels con-sumed. To estimate the carbon content, multiply energy content for each fuel by fuel-specific carbon content coefficients (mass C/energy). The fuel supplier may be able to provide these carbon content coeffi-cients. Otherwise, U.S. average coefficients for each fuel type provided in Appendix B should be used.

Step 4: Estimate carbon emitted. When fuel is burned, most of the carbon is eventually oxidized to CO2 and emitted to the atmos-phere. To account for the small fraction that is not oxidized and remains trapped in the ash, multiply the carbon content by the fraction of carbon oxidized. Partners should use oxidation factors specific to the com-bustion source if known. Otherwise, a default value of 1.0 for all fuels is used based on guidance in the 2006 IPCC Guidelines for National Greenhouse Gas Inventories.

Step 5: Convert to CO2 emitted. To obtain total CO2 emitted, multiply carbon emis-sions by the molecular weight ratio of CO2 (m.w. 44) to carbon (m.w. 12) (44/12).

The EPA SmartWay Transport Partnership (SmartWay) has various tools on its Web site that allow a Partner to calculate CO2 emissions for their mobile source fleet. If the Partner has more detailed information on the vehicle mod-els and fuel type they may elect to use the tools available on the SmartWay Web site (http://www.epa.gov/smartway/) instead of using the default values for CO2 emission fac-tors in this document. Partners who choose to use EPAs SmartWay tools should include the specific data and factors used in their Inventory Management Plan.

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E S E C T I O N 3 Method for Estimating CH4 and N2O Emissions T

he basic calculation procedure for esti-mating CH4 and N2O emissions from mobile combustion sources is repre-sented by Equation 3.

Equation 3: Estimation Method for CH4 and N2O Emissions Emissionsp,s = As x EFp,s where:

p

= Pollutant (CH4 or N2O) s

= Source Category A

= Activity Level EF

= Emission Factor As mentioned, N2O and CH4 emissions depend not only on the fuel characteristics but also on the combustion technology type and control technologies. N2O is influenced by catalytic converter design, while CH4 is a byproduct of combustion, but can also be affected by cat-alytic converter design. N2O and CH4 emissions are often estimated as a function of vehicle miles traveled. Table 2 provides emission fac-tors by types of highway vehicles and control technologies. Information on the control tech-nology type of each vehicle is posted on an under-the-hood label. To estimate emissions, Partners can multiply the appropriate emission factor by the number of miles traveled for each vehicle type.

Determining the specific control technologies of vehicles in your fleet gives the most accu-rate estimate of CH4 and N2O emissions.

Partners should be aware that in order to account for reductions obtained from certain emission savings strategies, it is necessary to use this approach and determine the particular emission control technologies for the vehicles in question.

If determining the specific technologies of the vehicle in a fleet is not possible, or is too labor intensive for a particular fleet, Partners can estimate CH4 and N2O emissions using a weighted average of available control technolo-gies by model year. Partners would only need to know the model year of their vehicles.

Weighted emission factors are provided in Table 3. (These factors were calculated from Table 2 and Tables A-2 through A-5 in Appendix A.) This method is not recommended if Partners plan to implement fleet related activi-ties to reduce CH4 and N2O emissions to meet their Climate Leaders goal.

EPA strongly recommends that Partners keep track of vehicle miles traveled, but if this data is not available, Partners can estimate vehicle miles by multiplying fuel used by the appropri-ate vehicle fuel economy (expressed in miles per gallon). More detail on obtaining fuel econ-omy data is in Section 4.1.

Emission factors for other types of mobile sources are given in Tables A-6 and A-7 of Appendix A.

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4 S E C T I O N 3 M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Table 2: CH4 and N2O Emission Factors for Highway Vehicles Emission Factor Emission Factor (g/mile)

(g/km)

Vehicle Type/Control Technology N2O CH4 N2O CH4 Gasoline Passenger Cars Low Emission Vehicles 0.0150 0.0105 0.0093 0.0065 Tier 2 0.0036 0.0173 0.0022 0.0108 Tier 1 0.0429 0.0271 0.0267 0.0168 Tier 0 0.0647 0.0704 0.0402 0.0437 Oxidation Catalyst 0.0504 0.1355 0.0313 0.0842 Non-Catalyst 0.0197 0.1696 0.0122 0.1054 Uncontrolled 0.0197 0.1780 0.0122 0.1106 Gasoline Light-Duty Trucks Low Emission Vehicles 0.0157 0.0148 0.0098 0.0092 Tier 2 0.0066 0.0163 0.0041 0.0101 Tier 1 0.0871 0.0452 0.0541 0.0281 Tier 0 0.1056 0.0776 0.0656 0.0482 Oxidation Catalyst 0.0639 0.1516 0.0397 0.0942 Non-Catalyst 0.0218 0.1908 0.0135 0.1186 Uncontrolled 0.0220 0.2024 0.0137 0.1258 Gasoline Heavy-Duty Trucks Low Emission Vehicles 0.0320 0.0303 0.0199 0.0188 Tier 2 0.0134 0.0333 0.0083 0.0207 Tier 1 0.1750 0.0655 0.1087 0.0407 Tier 0 0.2135 0.2630 0.1327 0.1634 Oxidation Catalyst 0.1317 0.2356 0.0818 0.1464 Non-Catalyst 0.0473 0.4181 0.0294 0.2598 Uncontrolled 0.0497 0.4604 0.0309 0.2861 Diesel Passenger Cars Advanced 0.0010 0.0005 0.0006 0.0003 Moderate 0.0010 0.0005 0.0006 0.0003 Uncontrolled 0.0012 0.0006 0.0007 0.0004 Diesel Light Trucks Advanced 0.0015 0.0010 0.0009 0.0006 Moderate 0.0014 0.0009 0.0009 0.0006 Uncontrolled 0.0017 0.0011 0.0011 0.0007 Diesel Heavy-Duty Trucks Advanced 0.0048 0.0051 0.0030 0.0032 Moderate 0.0048 0.0051 0.0030 0.0032 Uncontrolled 0.0048 0.0051 0.0030 0.0032 Motorcycles Non-Catalyst Control 0.0069 0.0672 0.0043 0.0418 Uncontrolled 0.0087 0.0899 0.0054 0.0559 Notes: The categories Tier 0 and Tier 1 were substituted for the early three-way catalyst and advanced three-way catalyst cate-gories, respectively, as defined in the Revised 1996 IPCC Guidelines. Methane emission factor for gasoline heavy duty trucks with oxidation catalyst assumed based on light-duty trucks oxidation catalyst value.

4 From Table A-99 of U.S. EPA 2007 Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2005, EPA 430-R-07-002. Appendix A of this guidance document contains further information on these factors.

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E S E C T I O N 3 Table 3: Weighted Average Model Year CH4 and N2O Emission Factors for Highway Vehicles Emission Factor Emission Factor (g/mile)

(g/mile)

Vehicle Type N2O CH4 Vehicle Type N2O CH4 Gasoline Fueled Vehicles Gasoline Heavy-Duty Vehicles 1985-1986 0.0515 1987 0.0849 1988-1989 0.0933 1990-1995 0.1142 1996 0.1680 1997 0.1726 1998 0.1693 1999 0.1435 2000 0.1092 2001 0.1235 2002 0.1307 2003 0.1240 2004 0.0285 2005 0.0177 0.4090 0.3675 0.3492 0.3246 0.1278 0.0924 0.0641 0.0578 0.0493 0.0528 0.0546 0.0533 0.0341 0.0326 Passenger Cars 1984-1993 0.0647 1994 0.0560 1995 0.0473 1996 0.0426 1997 0.0422 1998 0.0393 1999 0.0337 2000 0.0273 2001 0.0158 2002 0.0153 2003 0.0135 2004 0.0083 2005 0.0079 0.0704 0.0531 0.0358 0.0272 0.0268 0.0249 0.0216 0.0178 0.0110 0.0107 0.0114 0.0145 0.0147 Vans, Pickup Trucks, SUVs 1987-1993 0.1035 0.0813 Diesel Fueled Vehicles Passenger Cars 1994 0.0982 0.0646 1960-1982 0.0012 0.0006 1995 0.0908 0.0517 1983-1995 0.0010 0.0005 1996 0.0871 1997 0.0871 0.0452 0.0452 1996-2004 0.0010 0.0005 1998 0.0728 0.0391 Light Trucks 1999 0.0564 0.0321 1960-1982 0.0017 0.0011 2000 0.0621 0.0346 1983-1995 0.0014 0.0009 2001 0.0164 2002 0.0228 0.0151 0.0178 1996-2004 0.0015 0.0010 2003 0.0114 0.0155 Heavy-Duty Vehicles 2004 0.0132 0.0152 1960-1982 0.0048 0.0051 2005 0.0101 0.0157 1983-1995 0.0048 0.0051 1996-2004 0.0048 0.0051 Sources: U.S. EPA 2007, Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2005, EPA 430-R-07-002. All values are calculated from Tables A-1 through A-5 presented in Appendix A of this guidance document, which have been directly taken from the invento-ry report. Gasoline passenger car, truck, and heavy-duty vehicles are weighted values, weighted by relative control technology assignments for vehicles sold in those model years. For emission factors from later model years, consult EPA.

C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l 9

S E C T I O N 4 M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Choice of Activity Data and Emission Calculation Factors 4.1. Activity Data When calculating CO2 emissions, the first piece of information that needs to be determined is the quantity of fuel combusted. The most accu-rate method of determining the amount of fuel combusted, and therefore the preferred method, is based on a top-down approach, which accounts for the total amount of fuel used in mobile sources. Total amount of fuel use can be determined through direct measure-ments of fuel use obtained from purchase records, storage tank measurements, or com-pany records.

If purchase records are used, changes in fuel storage inventory could lead to differences between the amount of fuel purchased and the amount of fuel actually combusted during a reporting period. For changes in fuel storage inventory, Equation 4 can be used to convert fuel purchase data to estimates of actual fuel use.

Equation 4: Accounting for Changes in Fuel Inventory Fuel B = Fuel P + (Fuel ST - Fuel SE) where:

Fuel B = Fuel burned in reporting period Fuel P = Fuel purchased in reporting period Fuel ST= Fuel stock at start of reporting period Fuel SE= Fuel stock at end of reporting period It is possible that Partners may only know the dollar amount spent on a type of fuel, however, this is the least accurate method of determining fuel use and is not recommended for Climate Leaders reporting. If the dollar amount spent on fuel is the only information available, it is recom-mended that Partners go back to their fuel sup-plier to get more information. If absolutely no other information is available, Partners should be very clear on how price data is converted to physical or energy units. Price varies widely for a specific fuel, especially over the spatial and time frames typically established for reporting CO2 emissions (e.g., entity wide reporting on an annual basis for Climate Leaders).

If accurate records of fuel use are not available, the amount of fuel combusted can be deter-mined using a bottom-up approach. The bot-tom-up method involves building up a fuel consumption estimate using vehicle activity data and fuel economy factors. Activity data could be in terms of vehicle miles traveled (VMT), freight ton-miles, passenger-miles, etc.

This activity data can be multiplied by the appropriate fuel economy factors (e.g., gal-lons/mile) to generate an estimate of gallons of fuel consumed. This gallons estimate is then multiplied by the appropriate fuel-specific emission factor to obtain an emissions esti-mate. Equation 5 outlines the bottom-up approach to estimating fuel use:

Equation 5: Bottom-up Approach to Estimating Fuel Use Fuel Use = DT x FE where:

DT = Distance Traveled Activity Factor FE

= Fuel Economy Factor Note: the units for the fuel economy factor depend on the type of distance traveled activity data known (e.g., fuel economy factor 1 0 C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l

M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E S E C T I O N 4 If the bottom-up approach is used for gasoline fueled highway vehicles, distance traveled activity data by vehicle type are necessary.

These data should be available from records of odometer readings or other travel records. The preferred method for estimating data on fuel economy for gasoline fueled highway vehicles is to use company records by specific vehicle.

This includes the miles per gallon (mpg) values listed on the sticker when the vehicle was pur-chased or other company fleet records. If stick-er fuel economy values are not available the rec-ommended approach is to use fuel economy fac-tors from the Web site, www.fueleconomy.gov.

This Web site, operated by the U.S. Department of Energy and the U.S. Environmental Protection Agency, lists city, highway, and com-bined fuel economies by make, model, model year, and specific engine type. Current year as well as historic model year data is available.

Partners should consider the following notes on the use of the fueleconomy.gov Web site to estimate fuel economy values and fuel usage:

The default recommended approach is to use the combined city and highway mpg value for Partner specific vehicle or closest representa-tive vehicle type (needs to be converted to gallons per mile for use in Equation 5).

The fuel economy values listed for older vehicles were calculated when the vehicle was new. Over time the fuel economy could decline but that is not considered to be sig-nificant for use in Climate Leaders given other uncertainties around use of the data.

The Web site also lists estimated GHG emis-sions, but these are projected emissions based on an average vehicle miles traveled per year. These are not likely to be accurate estimates for fleet vehicles, and are not acceptable estimates for purposes of the Climate Leaders Program.

If the bottom-up approach is used for heavy-duty diesel fueled highway vehicles or diesel fueled non-road vehicles, activity data could come in different forms. For some types of vehicles, activity data could be represented in terms of distance traveled; for others it could be represented by hours or horsepower-hours of operation, or, for some, it could be by ton-miles shipped. This activity data should be available from company records. Specific infor-mation on fuel consumed per unit of activity data may be available from vehicle suppliers, manufacturers, or in company records. If no company specific information is available, the default fuel economy values given in Table 4 can be used.

For freight transport, Partners should be par-ticularly aware of any long duration idling.

Idling can generate significant carbon emis-sions, and anti-idling strategies can be a cost-effective strategy to reduce emissions. If the top-down approach is used, the fuel related to idling is accounted for in the calculation. If the bottom-up approach is used, Partners should be aware of and document the time spent (i.e.,

hours) idling and make sure it is included in their calculations of CO2 emissions.

If the bottom-up approach is used for air trans-port, activity data on distance traveled should be available in company travel records. Specific information on fuel consumed per unit of dis-tance may be available from aircraft manufac-turers or in company records. If no company specific information is available the default fuel economy values given in Table 4 can be used.

If the bottom-up approach is used for water-borne transport or rail transport, activity data C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l 1 1

S E C T I O N 4 M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E could be represented in terms of distance trav-eled or ton-miles shipped. Activity data values should be available from company records.

Data on average fuel consumed per unit of activity data should be available in company records, including original purchase records. If no company specific information is available the default fuel economy values given in Table 4 can be used.

The default values of Btu/ton-miles can be con-verted to emissions by assuming a specific type of fuel used based on the Partners opera-tions. Furthermore, company specific factors can also be used where appropriate.

For CO2 emissions the top-down approach of estimating fuel use is preferred over the bot-tom-up approach, with the exception of top-down data based on the dollar amount spent on fuel. If accurate data is known on distance traveled and fuel economy for specific vehicle types this is preferred over using fuel price data.

If CO2 emissions from a Partners mobile sources are a significant part of a Partners total GHG inventory, the top-down approach should be used to calculate CO2 emissions from those mobile sources. For N2O and CH4 emissions, the bottom-up approach using vehi-cle miles traveled is the preferred approach as CH4 and N2O emission factors are based on miles driven and not gallons of fuel.

4.2. Emission Calculation Factors Once the amount of fuel combusted is deter-mined, the next step in calculating CO2 emis-sions is to determine how much carbon is in the fuel. As outlined in Section 2, this can be determined from fuel density and carbon frac-tion directly, or by heat content and carbon content per unit of energy.

Furthermore, a fuels carbon content is never fully oxidized into CO2 emissions through Table 4: Fuel Economy Values by Vehicle Type Fuel Economy Fuel Economy Vehicle Type (gal/mile)

(Btu/ton-mile)

Diesel Highway Vehicles Combination Trucks 0.169 3,200 Buses 0.200 Waterborne Domestic Commerce 514 Air Travel (Jet Fuel, Kerosene)

Domestic Carriers 2.650 Rail Domestic Freight 337 Sources: Diesel highway vehicles gal/mile data from U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2005, Table VM-1. All other values from Oak Ridge National Laboratory, Transportation Energy Data Book: Edition 26-2007 (Tables 2.12, 2.15, and B.4).

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E S E C T I O N 4 combustion. A portion of the carbon always remains in the form of ash or unburned carbon.

Consequently, it is necessary to use an oxida-tion factor when calculating CO2 emissions from mobile combustion sources using either method mentioned above. An oxidation factor of 1.0 is used as the default in this protocol, however, Partners can use their own oxidation factors, if available, to better represent the fuel properties and the combustion devices operat-ing characteristics. It is important to note that there are also intermediate combustion prod-ucts from mobile combustion sources such as carbon monoxide (CO) and hydrocarbons that may eventually get oxidized into CO2 in the atmosphere. The carbon oxidation factor does not account for carbon in these intermediate combustion products, but only for the amount of carbon that remains as ash, soot, or particu-late matter.

After calculating a fuels oxidized carbon con-tent it is necessary to convert carbon into CO2 emissions. A fuels oxidized carbon is convert-ed into CO2 emissions by multiplying the car-bon emissions by the molecular weight ratio of CO2 to carbon (44/12).

The most accurate method of determining how much carbon is in the fuel is through a fuel analysis. Fuel analysis provides the fuel density and fuel carbon fraction by weight. Partners can use the factors given in Table 5 for gaso-line and on-road diesel if more specific values are not available. For example, more specific values might be available for gasoline used in terms of winter or summer grades and oxy-genated fuels or other local characteristics.

For other fuels (e.g., off-road diesel fuel and fuel used for locomotive, rail or marine trans-port) there is not as much consistency and Partners should get specific information on fuel properties. If no information is available, Appendix B provides default factors for these other fuel types.

Table 5: Factors for Gasoline and On-Road Diesel Fuel Fuel Type Carbon Content Fraction CO2/C Carbon Emission (kg C/gal)

Oxidized5 ratio Factor (kg CO2/gal)

Gasoline 2.40 1.00 (44/12) 8.81 On-Road Diesel Fuel 2.77 1.00 (44/12) 10.15 Sources: See Table B-1 for a list of resources.

5 The U.S. EPA Inventory of Greenhouse Gas Emissions and Sinks uses a fraction of carbon oxidized factor of 1.00 for all oil and oil-based products, as recommended by the Intergovernmental Panel on Climate Change (IPCC) guidelines.

6 The U.S. EPA 2007 Inventory of Greenhouse Gas Emissions and Sinks also provides factors for gasoline and on-road diesel fuel and yield values of 2.40 kg C/gal for gasoline and 2.77 kg C/gal for diesel fuel.

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S E C T I O N 5 M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Completeness I

n order for a Partners GHG corporate inven-tory to be complete it must include all emis-sion sources within the companys chosen inventory boundaries. See Chapter 3 of the Climate Leaders Design Principles for detailed guidance on setting organizational boundaries and Chapter 4 of the Climate Leaders Design Principles for detailed guidance on setting operational boundaries of the corporate inven-tory.

On an organizational level the inventory should include emissions from all applicable facilities and fleets of vehicles. Completeness of corpo-rate wide emissions can be checked by com-paring the list of sources included in the GHG emissions inventory with those included in other emissions inventories/environmental reporting, financial reporting, etc.

At the operational level, a Partner should include all GHG emissions from the sources included in their corporate inventory. Possible GHG emission sources are stationary fuel com-bustion, combustion of fuels from mobile sources, purchases of electricity, HFC emis-sions from air conditioning equipment, and process or fugitive related emissions. Partners should refer to this guidance document for cal-culating emissions from mobile source fuel combustion and to the Climate Leaders Core Guidance documents for calculating emissions from other sources. For example, the calcula-tion of HFC and PFC emissions from mobile source air conditioning equipment is described in the Climate Leaders guidance for Direct HFC and PFC Emissions from Use of Refrigeration &

Air Conditioning Equipment.

As described in Chapter 1 of the Climate Leaders Design Principles, there is no materiali-ty threshold set for reporting emissions. The materiality of a source can only be established after it has been assessed. This does not nec-essarily require a rigorous quantification of all sources, but at a minimum, an estimate based on available data should be developed for all sources.

The inventory should also accurately reflect the timeframe of the report. In the case of Climate Leaders, the emissions inventory is reported annually and should represent a full year of emissions data.

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Uncertainty Assessment S E C T I O N 6 T

here is uncertainty associated with all methods of calculating CO2 emissions from mobile combustion sources. As outlined in Chapter 7 of the Climate Leaders Design Principles, Climate Leaders does not require Partners to quantify uncertainty as +/-

% of emissions estimates or in terms of data quality indicators.

It is recommended that Partners attempt to identify the areas of uncertainty in their emis-sions estimates and make an effort to use the most accurate data possible. The accuracy of estimating emissions from fossil fuel combus-tion in mobile sources is partially determined by the availability of data on the amount of fuel consumed or purchased. If the amount of fuel combusted is directly measured or metered, then the resulting uncertainty should be fairly low. Data on the quantity of fuel purchased should also be a fairly accurate representation of fuel combusted, given that any necessary adjustments are made for changes in fuel inventory, fuel used as feedstock, etc. However, uncertainty may arise if only dollar value of fuels purchased is used to estimate fuel con-sumption. If the bottom-up method is used to determine fuel use, uncertainty may arise if estimates of distance traveled and/or fuel economies are roughly estimated.

The accuracy of estimating emissions from mobile combustion sources is also determined by the factors used to convert fuel use into emissions. Uncertainty in the factors is primari-ly due to the variability in which they are meas-ured, and the variability of the supply source.

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S E C T I O N 7 M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Reporting and Documentation P

artners are required to complete the Climate Leaders Reporting Requirements for mobile combustion and report past year emissions annually. Partners should report data for the appropriate types of mobile sources listed in Table 6. In order to ensure that estimates are transparent and verifiable, the documentation sources listed should be main-tained. These documentation sources should be collected to ensure the accuracy and trans-parency of the data, but Partners are not required to provide this data as part of their Climate Leaders data submission.

Table 6: Documentation Sources for Mobile Combustion Type Documentation Source Top-down Bottom-up Highway Fuel receipts; or Official odometer logs or other records of vehicle Vehicles Fuel expenditure records; or miles of travel (must be given by vehicle type); and Direct measurement records, including official Company fleet records, showing data on fuel logs of vehicle fuel gauges or storage tanks.

economy by vehicle type; or Vehicle manufacturer documentation showing fuel economy by vehicle type.

Air Transport Fuel receipts; or Company records of fuel consumed per unit-of-Fuel expenditure records; or distance traveled; or Direct measurement records, including official Aircraft manufacturer records of fuel consumed logs of vehicle fuel gauges or storage tanks.

per unit-of-distance traveled.

Waterborne Fuel receipts; or N/A Transport Fuel expenditure records; or Direct measurement records, including official logs of vehicle fuel gauges or storage tanks.

Rail Transport Fuel receipts; or N/A Fuel expenditure records; or Direct measurement records, including official logs of vehicle fuel gauges or storage tanks.

All Sources If emission factors are customized, records of calorific values and/or carbon content of fuels; or Receipts or other records indicating location of fuel purchases.

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E S E C T I O N 8 Inventory Quality Assurance and Quality Control (QA/QC)

C hapter 7 of the Climate Leaders Design Principles provides general guidelines for implementing a QA/QC process for all emission calculations. For mobile combus-tion sources, activity data and emission factors can be verified using a variety of approaches:

Fuel energy use data can be compared with data provided to Department of Energy or other EPA reports or surveys.

If any emission factors were calculated or obtained from the fuel supplier, these fac-tors can be compared to U.S. average emis-sion factors.

Partners should review all activity data (e.g., fuel consumption data, distance trav-eled estimates), as well as any information used to develop customized emission fac-tors (e.g., location of fuel purchases, cruis-ing aircraft fuel consumption).

Fuel use calculations can be checked through a comparison of the bottom-up and top-down approaches.

Cross checks using back-calculation of fuel economy can highlight order-of-magnitude errors.

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A P P E N D I X A M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Appendix A: Calculating CH4 and N2O Emissions from Mobile Combustion Sources T

he U.S. EPAs report U.S. Greenhouse Gas Emissions and Sinks7 provides a summary of tests that have been per-formed to determine CH4 and N2O emissions from mobile sources. Annex 3, Table A-99 of the EPA report lists CH4 and N2O emission fac-tors by different types of highway vehicles and control technologies (see Table A-1, which is identical to Table 2 in Section 3). Also listed is the percent of the different control technolo-gies installed by model year of vehicle (see Tables A-2 through A-5). These two sources can be combined to determine CH4 and N2O emis-sion factors by model year of vehicle as shown in Table 3 of Section 3.

CH4 and N2O emission factors were derived using a methodology similar to that provided in the revised 1996 IPCC Guidelines.8 Emission factors for gasoline and diesel highway vehi-cles were developed based on EPA and California Air Resource Board (CARB) laborato-ry test results of different vehicle and control technology types. The EPA and CARB tests were designed following the Federal Test Procedure (FTP), which covers three separate driving segments, since vehicles emit varying amounts of GHGs depending on the driving seg-ment. These driving segments are: (1) a tran-sient driving cycle that includes cold start and running emissions, (2) a cycle that represents running emissions only, and (3) a transient driving cycle that includes hot start and run-ning emissions. For each test run, a bag was affixed to the tailpipe of the vehicle and the exhaust was collected; the content of this bag was later analyzed to determine quantities of gases present. The emission characteristics of segment 2 was used to define running emis-sions, and subtracted from the total FTP emis-sions to determine start emissions. These were then recombined based upon a MOBILE6.29 ratio of start to running emissions for each vehicle class to approximate average driving characteristics.

CH4 and N2O emission factors for alternative fuel vehicles (AFVs) are calculated according to studies by Argonne National Laboratory (2006)10 and Lipman & Delucchi (2002).11 In these studies, N2O and CH4 emissions for AFVs were expressed as a multiplier corresponding to conventional vehicle counterpart emissions.

Emission estimates in these studies represent the current AFV fleet and were compared against IPCC Tier 1 emissions from light-duty gasoline vehicles to develop new multipliers.

Alternative fuel heavy-duty vehicles were com-7 U.S. EPA 2007 Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2005, EPA 430-R-07-002, April 2007.

8 Revised 1996 IPCC Guidelines for National Greenhouse Gas Inventories, Paris: Intergovernmental Panel on Climate Change, United Nations Environment Programme, Organization for Economic Co-Operation and Development, International Energy Agency.

9 EPA Mobile Source Emission Factor Model (MOBILE6.2). Office of Mobile Sources, U.S. Environmental Protection Agency, Ann Arbor, Michigan.

10 The Greenhouse Gas, Regulated Emissions, and Energy Use in Transportation (GREET) Model, Argonne National Laboratory, Transportation Technology R&D Center, available at www.transportation.anl.gov/software/greet.

11 Lipman, T. and M. Delucchi (2002). Emissions of Nitrous Oxide and Methane from Conventional and Alternative Fuel Motor Vehicles.

Climate Change 53: 477-516.

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E A P P E N D I X A pared against gasoline heavy-duty vehicles as most alternative fuel heavy-duty vehicles use catalytic after treatment and perform more like gasoline vehicles than diesel vehicles. As men-tioned previously, the N2O and CH4 emission factors used depend on the emission standards in place and the corresponding level of control technology for each vehicle type.

Non-catalyst: These emission controls were common in gasoline passenger cars and light-duty gasoline trucks during model years (1973 - 1974) but phased out there-after, in heavy-duty vehicles beginning in the mid-1980s, and in motorcycles begin-ning in 1996. This technology reduces hydrocarbon (HC) and carbon monoxide (CO) emissions through adjustments to igni-tion timing and air-fuel ratio, air injection into the exhaust manifold, and exhaust gas recirculation (EGR) valves, which also helps meet vehicle NOX standards.

Oxidation Catalyst: This control technology designation represents the introduction of the catalytic converter, and was the most common technology in gasoline passenger cars and light-duty gasoline trucks made from 1975 to 1980 (cars) and 1975 to 1985 (trucks). This technology was also used in some heavy-duty gasoline vehicles between 1982 and 1997. The two-way catalytic con-verter oxidizes HC and CO, significantly reducing emissions over 80 percent beyond non-catalyst-system capacity. One reason unleaded gasoline was introduced in 1975 was due to the fact that oxidation catalysts cannot function properly with leaded gaso-line.

EPA Tier 0: This emissions standard from the Clean Air Act was met through the implementation of early three-way cata-lysts, therefore this technology was used in gasoline passenger cars and light-duty gaso-line trucks sold beginning in the early 1980s, and remained common until 1994.

This more sophisticated emission control system improves the efficiency of the cata-lyst by converting CO and HC to CO2 and H2O, reducing NOX to nitrogen and oxygen, and using an on-board diagnostic computer and oxygen sensor. In addition, this type of catalyst includes a fuel metering system (carburetor or fuel injection) with electron-ic trim (also known as a closed-loop sys-tem). New cars with three-way catalysts met the Clean Air Acts amended standards (enacted in 1977) of reducing HC to 0.41 g/mile by 1980, CO to 3.4 g/mile by 1981, and NOX to 1.0 g/mile by 1981.

EPA Tier 1: This emission standard created through the 1990 amendments to the Clean Air Act limited passenger car NOX emissions to 0.4 g/mile, and HC emissions to 0.25 g/mile. These bounds respectively amount-ed to a 60 and 40 percent reduction from the EPA Tier 0 standards set in 1981. For light-duty trucks, this standard set emis-sions at 0.4 to 1.1 g/mile for NOX, and 0.25 to 0.39 g/mile for HCs, depending on the weight of the truck. Emission reductions were met through the use of more advanced emission control systems, and applied to light-duty gasoline vehicles beginning in 1994. These advanced emission control sys-tems included advanced three-way cata-lysts, electronically controlled fuel injection and ignition timing, EGR, and air injection.

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A P P E N D I X A M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E EPA Tier 2: This emission standard was specified in the 1990 amendments to the Clean Air Act, limiting passenger car NOX emissions to 0.07 g/mile on average and aligning emissions standards for light-duty cars and trucks. Manufacturers can meet this average emission level by producing vehicles in 11 emission Bins, the three highest of which expire in 2006. These new emission levels represent a 77 to 95% reduc-tion in emissions from the EPA Tier 1 stan-dard set in 1994. Emission reductions were met through the use of more advanced emissions control systems and lower sulfur fuels and are applied to vehicles beginning in 2004. These advanced emission control systems include improved combustion, advanced three-way catalysts, electronically controlled fuel injection and ignition timing, EGR, and air injection.

Low Emission Vehicles (LEV): This emission standard requires a much higher emission control level than the Tier 1 standard.

Applied to light-duty gasoline passenger cars and trucks beginning in small numbers in the mid-1990s, LEV includes multi-port fuel injection with adaptive learning, an advanced computer diagnostics system and advanced and close coupled catalysts with secondary air injection. LEVs as defined here include transitional low-emission vehi-cles (TLEVs), low emission vehicles, ultra-low emission vehicles (ULEVs) and super ultra-low emission vehicles (SULEVs). In this analysis, all categories of LEVs are treated the same due to the fact that there are very limited CH4 or N2O emission factor data for LEVs to distinguish among the dif-ferent types of vehicles. Zero emission vehi-cles (ZEVs) are incorporated into the alter-native fuel and advanced technology vehicle assessments.

Diesel emission control technologies are divid-ed into two levels as provided below:

Moderate Control: Improved injection tim-ing technology and combustion system design for light-and heavy-duty diesel vehi-cles (generally in place in model years 1983 to 1995) are considered moderate control technologies. These controls were imple-mented to meet emission standards for diesel trucks and buses adopted by the EPA in 1985.

Advanced Control: EGR and modern elec-tronic control of the fuel injection system are designated as advanced control tech-nologies. These technologies provide diesel vehicles with the level of emission control necessary to comply with standards in place from 1996 through 2005.

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E A P P E N D I X A Table A-1: CH4 and N2O Emission Factors for Highway Vehicles Emission Factor Emission Factor (g/mile)

(g/km)

Vehicle Type/Control Technology N2O CH4 N2O CH4 Gasoline Passenger Cars Low Emission Vehicles 0.0150 0.0105 0.0093 0.0065 Tier 2 0.0036 0.0173 0.0022 0.0108 Tier 1 0.0429 0.0271 0.0267 0.0168 Tier 0 0.0647 0.0704 0.0402 0.0437 Oxidation Catalyst 0.0504 0.1355 0.0313 0.0842 Non-Catalyst 0.0197 0.1696 0.0122 0.1054 Uncontrolled 0.0197 0.1780 0.0122 0.1106 Gasoline Light-Duty Trucks Low Emission Vehicles 0.0157 0.0148 0.0098 0.0092 Tier 2 0.0066 0.0163 0.0041 0.0101 Tier 1 0.0871 0.0452 0.0541 0.0281 Tier 0 0.1056 0.0776 0.0656 0.0482 Oxidation Catalyst 0.0639 0.1516 0.0397 0.0942 Non-Catalyst 0.0218 0.1908 0.0135 0.1186 Uncontrolled 0.0220 0.2024 0.0137 0.1258 Gasoline Heavy-Duty Trucks Low Emission Vehicles 0.0320 0.0303 0.0199 0.0188 Tier 2 0.0134 0.0333 0.0083 0.0207 Tier 1 0.1750 0.0655 0.1087 0.0407 Tier 0 0.2135 0.2630 0.1327 0.1634 Oxidation Catalyst 0.1317 0.2356 0.0818 0.1464 Non-Catalyst 0.0473 0.4181 0.0294 0.2598 Uncontrolled 0.0497 0.4604 0.0309 0.2861 Diesel Passenger Cars Advanced 0.0010 0.0005 0.0006 0.0003 Moderate 0.0010 0.0005 0.0006 0.0003 Uncontrolled 0.0012 0.0006 0.0007 0.0004 Diesel Light Trucks Advanced 0.0015 0.0010 0.0009 0.0006 Moderate 0.0014 0.0009 0.0009 0.0006 Uncontrolled 0.0017 0.0011 0.0011 0.0007 Diesel Heavy-Duty Trucks Advanced 0.0048 0.0051 0.0030 0.0032 Moderate 0.0048 0.0051 0.0030 0.0032 Uncontrolled 0.0048 0.0051 0.0030 0.0032 Motorcycles Non-Catalyst Control 0.0069 0.0672 0.0043 0.0418 Uncontrolled 0.0087 0.0899 0.0054 0.0559 Notes: The categories Tier 0 and Tier 1 were substituted for the early three-way catalyst and advanced three-way catalyst cate-gories, respectively, as defined in the Revised 1996 IPCC Guidelines. Methane emission factor for gasoline heavy duty trucks with oxidation catalyst assumed based on light-duty trucks oxidation catalyst value.

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A P P E N D I X A M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Table A-2: Control Technology Assignments for Gasoline Passenger Cars Model Years Non-catalyst Oxidation Tier 0 Tier 1 LEV Tier 2 1973-1974 100 1975 20 80 1976-1977 15 85 1978-1979 10 90 1980 5

88 7

1981 15 85 1982 14 86 1983 12 88 1984-1993 100 1994 60 40 1995 20 80 1996 1

97 2

1997 0.5 96.5 3

1998 0.01 87 13 1999 0.01 67 33 2000 44 56 2001 3

97 2002 1

99 2003 0.01 87 13 2004 0.01 41 59 2005 38 62 Table A-3: Control Technology Assignments for Gasoline Light-Duty Trucks Model Years Non-catalyst Oxidation Tier 0 Tier 1 LEV Tier 2 1973-1974 100 1975 30 70 1976 20 80 1977-1978 25 75 1979-1980 20 80 1981 95 5

1982 90 10 1983 80 20 1984 70 30 1985 60 40 1986 50 50 1987-1993 5

95 1994 60 40 1995 20 80 1996 100 1997 100 1998 80 20 1999 57 43 2000 65 35 2001 1

99 2002 10 90 2003 0.01 53 47 2004 72 28 2005 38 62 2 2 C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l

M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E A P P E N D I X A Table A-4: Control Technology Assignments for Gasoline Heavy-Duty Vehicles Model Years Uncontrolled Non-catalyst Oxidation Tier 0 Tier 1 LEV Tier 2 1981 100 1982-1984 95 5

1985-1986 95 5

1987 70 15 15 1988-1989 60 25 15 1990-1995 45 30 25 1996 25 10 65 1997 10 5

85 1998 96 4

1999 78 22 2000 54 46 2001 64 36 2002 69 31 2003 65 30 5

2004 5

37 59 2005 23 77 Table A-5: Control Technology Assignments for Diesel Highway and Motorcycle VMT Vehicle Type/Control Technology Model Years Diesel Passenger Cars and Light-Duty Trucks Uncontrolled 1960-1982 Moderate control 1983-1995 Advanced control 1996-2004 Heavy-Duty Diesel Vehicles Uncontrolled 1960-1982 Moderate control 1983-1995 Advanced control 1996-2004 Motorcycles Uncontrolled 1960-1995 Non-catalyst controls 1996-2004 C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l 2 3

A P P E N D I X A M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E For non-highway vehicles, the CH4 and N2O emission factors are given in terms of mass of emissions per mass of fuel combusted. Table A-6 shows the default CH4 and N2O emission fac-tors for non-highway vehicles by vehicle and fuel type. For alternate fueled vehicles, the CH4 and N2O emission factors are given in terms of mass per miles (or km) driven. Table A-7 shows the default CH4 and N2O emission factors for alternate fueled vehicles by vehicle and fuel type.

The emissions for highway vehicles, listed in Table A-1 and Table 3 of Section 3, can be used to estimate emissions based on miles driven (bottom-up approach) for the different cate-gories of vehicles. The values provided in Table A-6 can be used to estimate emissions from non-highway vehicles based on total fuel used. Furthermore, company specific factors can also be used where appropriate (e.g., if dif-ferent fuel economy values are known, or if older model year vehicles are included).

Table A-6: CH4 and N2O Emission Factors for Non-Highway Vehicles Emission Factor Fuel Density Emission Factor (g/kg fuel)

(kg/gal)

(g/gal fuel)

Vehicle Type/Fuel Type N2O CH4 N2O CH4 Ships and Boats Residual Fuel Oil 0.080 0.230 3.75 0.30 0.86 Diesel Fuel 0.080 0.230 3.20 0.26 0.74 Gasoline 0.080 0.230 2.80 0.22 0.64 Locomotives Diesel Fuel 0.080 0.250 3.20 0.26 0.80 Agricultural Equipment Gasoline 0.080 0.450 2.80 0.22 1.26 Diesel Fuel 0.080 0.450 3.20 0.26 1.44 Construction Equipment Gasoline 0.080 0.180 2.80 0.22 0.50 Diesel Fuel 0.080 0.180 3.20 0.26 0.58 Other Non-Highway Snowmobiles (Gasoline) 0.080 0.180 2.80 0.22 0.50 Other Recreational (Gasoline) 0.080 0.180 2.80 0.22 0.50 Other Small Utility (Gasoline) 0.080 0.180 2.80 0.22 0.50 Other Large Utility (Gasoline) 0.080 0.180 2.80 0.22 0.50 Other Large Utility (Diesel) 0.080 0.180 3.20 0.26 0.58 Aircraft Jet Fuel 0.100 0.087 3.08 0.31 0.27 Aviation Gasoline 0.040 2.640 2.67 0.11 7.04 Source: U S. EPA 2007 Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2005, EPA 430-R-07-002.

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E A P P E N D I X A Table A-7: CH4 and N2O Emission Factors for Alternate Fueled Vehicles Emission Factor Emission Factor (g/mile)

(g/km)

Vehicle Type/Fuel Type N2O CH4 N2O CH4 Light-duty Vehicles Methanol 0.067 0.018 0.042 0.011 CNG 0.050 0.737 0.031 0.458 LPG 0.067 0.037 0.042 0.023 Ethanol 0.067 0.055 0.042 0.034 Heavy-duty Vehicles Methanol 0.175 0.066 0.109 0.041 CNG 0.175 1.966 0.109 1.222 LNG 0.175 1.966 0.109 1.222 LPG 0.175 0.066 0.109 0.041 Ethanol 0.175 0.197 0.109 0.122 Buses Methanol 0.175 0.066 0.109 0.041 CNG 0.175 1.966 0.109 1.222 Ethanol 0.175 0.197 0.109 0.122 Source: U S. EPA 2007 Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2005, EPA 430-R-07-002.

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A P P E N D I X B M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Appendix B: Calculating CO2 Emissions from Mobile Combustion Sources T

his appendix contains factors for use in calculating CO2 emissions for differ-ent types of transportation fuels.

Motor Gasoline and Diesel Fuel Factors for motor gasoline and diesel fuel are presented in table B-1. These values are from the U.S. EPA National Inventory report12, which provides values based on the energy content of the fuels.

The majority of motor gasoline used in the United States is made up of a blend of gasoline and ethanol. In 2005 the national average con-tent of ethanol in motor gasoline was 2.9%,

however this number varies widely by state and by year. The emission factor provided in Table B-1 assumes that there is no ethanol in the gasoline blend. This value should be used by Partners to estimate CO2 emissions from mobile sources in the absence of specific ethanol content data in the gasoline blend.

If a Partner knows the specific quantity of ethanol in the blend used by their mobile sources they may divide the CO2 emissions for their mobile sources between fossil fuel and biofuel components. For example, using 2.9%

ethanol content for motor gasoline the emis-sion factor for CO2 emissions from fossil fuels would be 97.1% of 8.81 kg CO2/gal, which is 8.55 kg CO2/gal. The CO2 emissions from biofu-el (i.e. ethanol) should be calculated and reported using the emission factor for ethanol provided in Table B-6, which is 5.56 kg CO2/gal.

For example, using 2.9% ethanol content for motor gasoline the emission factor for CO2 emissions from biofuels would be 2.9% of 5.56 kg CO2/gal, which is 0.16 kg CO2/gal.

Table B-1: Factors for Calculating CO2 Emissions from Motor Gasoline and Diesel Fuel Use Fuel/Source Heat Content Carbon Content Carbon Fraction Emission (HHV)

Coefficient Factor Oxidized13 Factor (mmBtu/barrel)

(kg C/mmBtu)

(kg C/gal)

(kg CO2/gal)

Motor Gasoline 5.218 19.33 2.40 1.000 8.81 Diesel 5.825 19.95 2.77 1.000 10.15 Note: Values for fuels may change over time so it is recommended that Partners update factors on a regular basis.

Sources: Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990 - 2005, EPA430-R-07-002, U.S. Environmental Protection Agency, Washington, DC April 2007. Heat Contents and Carbon Coefficients from Annex 2. Carbon Factors (kg C/gal) calculated by multiply-ing Heat Contents by Carbon Content Coefficients and then dividing by 42 gallons per barrel.

The use of a 1.00 fraction oxidized for fuel combustion from mobile sources follows the guidance from Chapter 3 (Mobile Combustion) of the 2006 IPCC Guidelines for National Greenhouse Gas Inventories.

12 Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990 - 2005, EPA430-R-07-002, U.S. Environmental Protection Agency, Washington, DC April 2007.

13 The U.S. EPA Inventory of Greenhouse Gas Emissions and Sinks uses a fraction of carbon oxidized factor of 1.00 for all oil and oil-based products, as recommended by Intergovernmental Panel on Climate Change (IPCC) guidelines.

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E A P P E N D I X B The factors were taken from the U.S. EPA Fuel Oil, Aviation National Inventory report based on the energy Gasoline, and Jet Fuel content of the fuels.

Factors for residual fuel oil (#5 & 6), aviation gasoline, and jet fuel are presented in Table B-2.

Table B-2: Factors for Calculating CO2 Emissions from Fuel Oil, Aviation Gasoline, and Jet Fuel Use Fuel/Source Heat Content Carbon Content Carbon Fraction Emission (HHV)

Coefficient Factor Oxidized Factor (mmBtu/barrel) (kg C/mmBtu)

(kg C/gal)

(kg CO2/gal)

Residual Fuel Oil

(#5 & 6) 6.287 21.49 3.22 1.000 11.80 Aviation Gasoline 5.048 18.87 2.27 1.000 8.32 Jet Fuel 5.670 19.33 2.61 1.000 9.57 Note: Values for fuels may change over time so it is recommended that Partners update factors on a regular basis.

Sources: Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990 - 2005, EPA430-R-07-002, U.S. Environmental Protection Agency, Washington, DC April 2007. Heat Contents and Carbon Content Coefficients from Annex 2 of EPA Inventory report. The use of a 1.00 fraction oxidized for fuel combustion from mobile sources follows the guidance from Chapter 3 (Mobile Combustion) of the 2006 IPCC Guidelines for National Greenhouse Gas Inventories. Carbon Factors (kg C/gal) calculated by multiplying Heat Contents by Carbon Content Coefficients and then dividing by 42 gallons per barrel. Emission Factors (kg CO2/gal) calculated by multiplying Carbon Factors by Fractions Oxidized and then multiplying by the CO2/C ratio of 44/12.

C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l 2 7

A P P E N D I X B M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Liquefied Petroleum Gas (LPG)

Factors for LPG and LPG components are pre-sented in Table B-3. The factors for LPG were based on the physical characteristics of LPG components and an assumed LPG composition.

If a Partner knows the specific blend of LPG that they are using in their mobile sources which could include any of the components listed in Table B-3, heat content and carbon content coefficients for different blends of LPG can be calculated based on the percent mix and individual component characteristics shown in Table B-3.

Table B-3: Factors for Calculating CO2 Emissions from LPG Use Fuel/Source Heat Content Carbon Content Carbon Fraction Emission Coefficient Factor Oxidized Factor (mmBtu/barrel)

(kg C/mmBtu)

(kg C/gal)

(kg CO2/gal)

LPG 3.849 17.23 1.58 1.000 5.79 Common LPG Components Ethane 2.916 16.25 1.13 1.000 4.14 Propane 3.824 17.20 1.57 1.000 5.74 Isobutane 4.162 17.75 1.76 1.000 6.45 n-Butane 4.328 17.72 1.83 1.000 6.70 Note: Value for fuels may change over time so it is recommended that Partners update factors on a regular basis.

Sources: Heat Contents and Carbon Content Coefficients for LPG components from Annex 2 of Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990 - 2005, EPA430-R-07-002, U.S. Environmental Protection Agency, Washington, DC April 2007. Heat Content and Carbon Content Coefficient for LPG are based on a LPG composition of 95% Propane and 5% n-Butane by volume.

This is an assumed composition for mobile source LPG taken from the Code of Federal Regulations (CFR) 40 CFR Part 86, Appendix XVI, 7-1-07 edition. Heat Content for LPG based on a weighted average volume percent (95% Propane and 5% n-Butane)

Carbon Content Coefficient for LPG based on a weighted average energy percent (94.4% Propane and 5.6% n-Butane).

Carbon Factors (kg C/gal) calculated by multiplying Heat Contents by Carbon Content Coefficients and then dividing by 42 gal-lons per barrel. The use of a 1.00 fraction oxidized for fuel combustion from mobile sources follows the guidance from Chapter 3 (Mobile Combustion) of the 2006 IPCC Guidelines for National Greenhouse Gas Inventories. Fractions Oxidized for LPG compo-nents assumed to be the same as for LPG. Emission Factors (kg CO2/gal) calculated by multiplying Carbon Factors by Factions Oxidized and then multiplying by the CO2/C ratio of 44/12.

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E A P P E N D I X B compressed natural gas are presented in Table Natural Gas B-4 based on the energy content of the fuel.

(Compressed and Factors for liquefied natural gas are presented Liquefied) in Table B-5 based on the carbon content of the Natural gas can be used as a mobile source fuel fuel.

in a compressed or liquefied form. Factors for Table B-4: Factors for Calculating CO2 Emissions from Compressed Natural Gas Use Fuel Type Heat Content Carbon Content Carbon Fraction Emission Coefficient Factor Oxidized Factor (Btu/scf)

(kg C/mmBtu)

(kg C/scf)

(kg CO2/scf)

Natural Gas (compressed) 1,027 14.47 0.015 1.000 0.054 Note: Value for fuels may change over time so it is recommended that Partners update factors on a regular basis.

Sources: Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990 - 2005, EPA430-R-07-002, U.S. Environmental Protection Agency, Washington, DC April 2007. Heat Content and Carbon Content Coefficient from Annex 2 of EPA Inventory report. The use of a 1.00 fraction oxidized for fuel combustion from mobile sources follows the guidance from Chapter 3 (Mobile Combustion) of the 2006 IPCC Guidelines for National Greenhouse Gas Inventories. Carbon Factor (kg C/scf) calculated by converting Heat Content from Btu/scf to mmBtu/scf and then multiplying by Carbon Content. Emission Factor (kg CO2/scf) calculated by multiplying Carbon Factor by Fraction Oxidized and then multiplying by the CO2/C ratio of 44/12.

Table B-5: Factors for Calculating CO2 Emissions from Liquefied Natural Gas Use Fuel Type Carbon Fraction Emission Factor Oxidized Factor (kg C/gallon)

(kg CO2/gal)

Natural Gas (liquefied) 1.22 1.000 4.46 Note: Value for fuels may change over time so it is recommended that Partners update factors on a regular basis.

Sources: The Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) Model, Argonne National Laboratory, Transportation Technology R&D Center, available at http://www.transportation.anl.gov/software/greet/. GREET model provides Carbon Factor in terms of g C/gal of fuel. That value is converted to kg C/gal and shown in Table B-5 as Carbon Factor. The use of a 1.00 fraction oxidized for fuel combustion from mobile sources follows the guidance from Chapter 3 (Mobile Combustion) of the 2006 IPCC Guidelines for National Greenhouse Gas Inventories. Fraction Oxidized for liquefied natural gas assumed to be the same as natural gas. Emission Factor (kg CO2/gal) calculated by multiplying Carbon Factor by Fraction Oxidized and then multi-plying by the CO2/C ratio of 44/12.

Note: The GREET Factors are from the fuel specifications section of the model. The GREET model calculates life cycle emissions but the factors presented in Table B-5 only represent combustion emissions, which is consistent with the other factors presented in this guidance.

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A P P E N D I X B M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E Ethanol Factors for ethanol are presented in table B-6.

The factors were taken from the U.S. EPA National Inventory report based on the energy content of the fuel. As per Section 1.3, emis-sions from ethanol combustion are treated as biomass CO2 and listed as supplemental infor-mation on a Partners inventory report. The values in Table B-6 represent 100% ethanol, if a Partner is using E85, the activity data for E85 total fuel use (e.g., in gallons) would have to be split into 85% ethanol and 15% gasoline. The factors in Table B-6 would be used for the ethanol portion of the fuel and the values in Table B-1 would be used for the gasoline por-tion of the fuel.

Table B-6: Factors for Calculating CO2 Emissions from Ethanol Use Fuel Type Heat Content Carbon Content Carbon Fraction Emission Coefficient Factor Oxidized Factor (mmBtu/barrel)

(kg C/mmBtu)

(kg C/gal)

(kg CO2/gal)

Ethanol 3.539 17.99 1.52 1.000 5.56 Note: Value for fuels may change over time so it is recommended that Partners update factors on a regular basis.

Sources: Heat content from the Annual Energy Review 2006, DOE/EIA-0384(2006). Energy Information Administration, U.S. Department of Energy, Washington, DC June 2007, Appendix A. Carbon content coefficient from the Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990 - 2005, EPA430-R-07-002, U.S. Environmental Protection Agency, Washington, DC April 2007, Chapter 3 text describing the methodology used to calculate emissions from Wood Biomass and Ethanol Consumption. Carbon Factor (kg C/gal) calculated by multiplying Heat Content by Carbon Content Coefficient and then dividing by 42 gallons per barrel. The use of a 1.00 fraction oxidized for fuel combustion from mobile sources follows the guidance from Chapter 3 (Mobile Combustion) of the 2006 IPCC Guidelines for National Greenhouse Gas Inventories. Fraction Oxidized for ethanol is assumed as the same for gasoline. Emission Factor (kg CO2/gal) calculated by multiplying Carbon Factor by Fraction Oxidized and then multiplying by the CO2/C ratio of 44/12.

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M O B I L E C O M B U S T I O N S O U R C E S G U I D A N C E A P P E N D I X B Biodiesel Factors for biodiesel are presented in Table B-

7. The factors are based on the carbon content of the fuel. As per Section 1.3, emissions from biodiesel combustion are treated as biomass CO2 and listed as supplemental information on a Partners inventory report. The values in Table B-7 represent 100% biodiesel, if a Partner is using B20, the activity data for B20 total fuel use (e.g., in gallons) would have to be split into 20% biodiesel and 80% diesel fuel. The factors in Table B-7 would be used for the biodiesel por-tion of the fuel and the values in Table B-1 would be used for the diesel portion of the fuel.

Table B-7: Factors for Calculating CO2 Emission from Biodiesel Use Fuel Type Carbon Fraction Emission Factor Oxidized Factor (kg C/gal)

(kg CO2/gal)

Biodiesel 2.58 1.000 9.46 Note: Value for fuels may change over time so it is recommended that Partners update factors on a regular basis.

Sources: Carbon Factor from the draft report A Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions. The use of a 1.00 fraction oxidized for fuel combustion from mobile sources follows the guidance from Chapter 3 (Mobile Combustion) of the 2006 IPCC Guidelines for National Greenhouse Gas Inventories. Fraction Oxidized for biodiesel is assumed as the same for diesel fuel.

Emission Factor (kg CO2/gal) calculated by multiplying Carbon Factor by Fraction Oxidized and then multiplying by the CO2/C ratio of 44/12.

C l i m a t e L e a d e r s G H G I n v e n t o r y P r o t o c o l

3 1

Office of Air and Radiation (6202J)

EPA430-K-03-005 May 2008 www.epa.gov/climateleaders 2Recycled/RecyclablePrinted with Vegetable Oil Based Inks on 100% (Minimum 50% postconsumer) Recycled Paper

CALC-2013-0007 Rev. 6 Natural Gas Combustion United States Environmental Protection Agency Compilation of Air Pollutant Emissions Factors, Volume 1:

Stationary Point and Area Sources, Fifth Edition, Section 1.4 (10 Pages)

1.4 Natural Gas Combustion 1.4.1 General1-2 Natural gas is one of the major combustion fuels used throughout the country. It is mainly used to generate industrial and utility electric power, produce industrial process steam and heat, and heat residential and commercial space. Natural gas consists of a high percentage of methane (generally above 85 percent) and varying amounts of ethane, propane, butane, and inerts (typically nitrogen, carbon dioxide, and helium). The average gross heating value of natural gas is approximately 1,020 British thermal units per standard cubic foot (Btu/scf), usually varying from 950 to 1,050 Btu/scf.

1.4.2 Firing Practices3-5 There are three major types of boilers used for natural gas combustion in commercial, industrial, and utility applications: watertube, firetube, and cast iron. Watertube boilers are designed to pass water through the inside of heat transfer tubes while the outside of the tubes is heated by direct contact with the hot combustion gases and through radiant heat transfer. The watertube design is the most common in utility and large industrial boilers. Watertube boilers are used for a variety of applications, ranging from providing large amounts of process steam, to providing hot water or steam for space heating, to generating high-temperature, high-pressure steam for producing electricity. Furthermore, watertube boilers can be distinguished either as field erected units or packaged units.

Field erected boilers are boilers that are constructed on site and comprise the larger sized watertube boilers. Generally, boilers with heat input levels greater than 100 MMBtu/hr, are field erected.

Field erected units usually have multiple burners and, given the customized nature of their construction, also have greater operational flexibility and NOx control options. Field erected units can also be further categorized as wall-fired or tangential-fired. Wall-fired units are characterized by multiple individual burners located on a single wall or on opposing walls of the furnace while tangential units have several rows of air and fuel nozzles located in each of the four corners of the boiler.

Package units are constructed off-site and shipped to the location where they are needed. While the heat input levels of packaged units may range up to 250 MMBtu/hr, the physical size of these units are constrained by shipping considerations and generally have heat input levels less than 100 MMBtu/hr.

Packaged units are always wall-fired units with one or more individual burners. Given the size limitations imposed on packaged boilers, they have limited operational flexibility and cannot feasibly incorporate some NOx control options.

Firetube boilers are designed such that the hot combustion gases flow through tubes, which heat the water circulating outside of the tubes. These boilers are used primarily for space heating systems, industrial process steam, and portable power boilers. Firetube boilers are almost exclusively packaged units. The two major types of firetube units are Scotch Marine boilers and the older firebox boilers. In cast iron boilers, as in firetube boilers, the hot gases are contained inside the tubes and the water being heated circulates outside the tubes. However, the units are constructed of cast iron rather than steel.

Virtually all cast iron boilers are constructed as package boilers. These boilers are used to produce either low-pressure steam or hot water, and are most commonly used in small commercial applications.

Natural gas is also combusted in residential boilers and furnaces. Residential boilers and furnaces generally resemble firetube boilers with flue gas traveling through several channels or tubes with water or air circulated outside the channels or tubes.

1.4.3 Emissions3-4

The emissions from natural gas-fired boilers and furnaces include nitrogen oxides (NOx), carbon monoxide (CO), and carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), volatile organic compounds (VOCs), trace amounts of sulfur dioxide (SO2), and particulate matter (PM).

Nitrogen Oxides -

Nitrogen oxides formation occurs by three fundamentally different mechanisms. The principal mechanism of NOx formation in natural gas combustion is thermal NOx. The thermal NOx mechanism occurs through the thermal dissociation and subsequent reaction of nitrogen (N2) and oxygen (O2) molecules in the combustion air. Most NOx formed through the thermal NOx mechanism occurs in the high temperature flame zone near the burners. The formation of thermal NOx is affected by three furnace-zone factors: (1) oxygen concentration, (2) peak temperature, and (3) time of exposure at peak temperature. As these three factors increase, NOx emission levels increase. The emission trends due to changes in these factors are fairly consistent for all types of natural gas-fired boilers and furnaces.

Emission levels vary considerably with the type and size of combustor and with operating conditions (e.g., combustion air temperature, volumetric heat release rate, load, and excess oxygen level).

The second mechanism of NOx formation, called prompt NOx, occurs through early reactions of nitrogen molecules in the combustion air and hydrocarbon radicals from the fuel. Prompt NOx reactions occur within the flame and are usually negligible when compared to the amount of NOx formed through the thermal NOx mechanism. However, prompt NOx levels may become significant with ultra-low-NOx burners.

The third mechanism of NOx formation, called fuel NOx, stems from the evolution and reaction of fuel-bound nitrogen compounds with oxygen. Due to the characteristically low fuel nitrogen content of natural gas, NOx formation through the fuel NOx mechanism is insignificant.

Carbon Monoxide -

The rate of CO emissions from boilers depends on the efficiency of natural gas combustion.

Improperly tuned boilers and boilers operating at off-design levels decrease combustion efficiency resulting in increased CO emissions. In some cases, the addition of NOx control systems such as low NOx burners and flue gas recirculation (FGR) may also reduce combustion efficiency, resulting in higher CO emissions relative to uncontrolled boilers.

Volatile Organic Compounds -

The rate of VOC emissions from boilers and furnaces also depends on combustion efficiency.

VOC emissions are minimized by combustion practices that promote high combustion temperatures, long residence times at those temperatures, and turbulent mixing of fuel and combustion air. Trace amounts of VOC species in the natural gas fuel (e.g., formaldehyde and benzene) may also contribute to VOC emissions if they are not completely combusted in the boiler.

Sulfur Oxides -

Emissions of SO2 from natural gas-fired boilers are low because pipeline quality natural gas typically has sulfur levels of 2,000 grains per million cubic feet. However, sulfur-containing odorants are added to natural gas for detecting leaks, leading to small amounts of SO2 emissions. Boilers combusting unprocessed natural gas may have higher SO2 emissions due to higher levels of sulfur in the natural gas. For these units, a sulfur mass balance should be used to determine SO2 emissions.

Particulate Matter -

Because natural gas is a gaseous fuel, filterable PM emissions are typically low. Particulate matter from natural gas combustion has been estimated to be less than 1 micrometer in size and has filterable and condensable fractions. Particulate matter in natural gas combustion are usually larger molecular weight hydrocarbons that are not fully combusted. Increased PM emissions may result from poor air/fuel mixing or maintenance problems.

Greenhouse Gases 9 CO2, CH4, and N2O emissions are all produced during natural gas combustion. In properly tuned boilers, nearly all of the fuel carbon (99.9 percent) in natural gas is converted to CO2 during the combustion process. This conversion is relatively independent of boiler or combustor type. Fuel carbon not converted to CO2 results in CH4, CO, and/or VOC emissions and is due to incomplete combustion.

Even in boilers operating with poor combustion efficiency, the amount of CH4, CO, and VOC produced is insignificant compared to CO2 levels.

Formation of N2O during the combustion process is affected by two furnace-zone factors. N2O emissions are minimized when combustion temperatures are kept high (above 1475oF) and excess oxygen is kept to a minimum (less than 1 percent).

Methane emissions are highest during low-temperature combustion or incomplete combustion, such as the start-up or shut-down cycle for boilers. Typically, conditions that favor formation of N2O also favor emissions of methane.

1.4.4 Controls4,10 NOx Controls -

Currently, the two most prevalent combustion control techniques used to reduce NOx emissions from natural gas-fired boilers are flue gas recirculation (FGR) and low NOx burners. In an FGR system, a portion of the flue gas is recycled from the stack to the burner windbox. Upon entering the windbox, the recirculated gas is mixed with combustion air prior to being fed to the burner. The recycled flue gas consists of combustion products which act as inerts during combustion of the fuel/air mixture. The FGR system reduces NOx emissions by two mechanisms. Primarily, the recirculated gas acts as a dilutent to reduce combustion temperatures, thus suppressing the thermal NOx mechanism. To a lesser extent, FGR also reduces NOx formation by lowering the oxygen concentration in the primary flame zone. The amount of recirculated flue gas is a key operating parameter influencing NOx emission rates for these systems. An FGR system is normally used in combination with specially designed low NOx burners capable of sustaining a stable flame with the increased inert gas flow resulting from the use of FGR.

When low NOx burners and FGR are used in combination, these techniques are capable of reducing NOx emissions by 60 to 90 percent.

Low NOx burners reduce NOx by accomplishing the combustion process in stages. Staging partially delays the combustion process, resulting in a cooler flame which suppresses thermal NOx formation. The two most common types of low NOx burners being applied to natural gas-fired boilers are staged air burners and staged fuel burners. NOx emission reductions of 40 to 85 percent (relative to uncontrolled emission levels) have been observed with low NOx burners.

Other combustion control techniques used to reduce NOx emissions include staged combustion and gas reburning. In staged combustion (e.g., burners-out-of-service and overfire air), the degree of staging is a key operating parameter influencing NOx emission rates. Gas reburning is similar to the use of overfire in the use of combustion staging. However, gas reburning injects additional amounts of natural gas in the upper furnace, just before the overfire air ports, to provide increased reduction of NOx to NO2.

Two postcombustion technologies that may be applied to natural gas-fired boilers to reduce NOx emissions are selective noncatalytic reduction (SNCR) and selective catalytic reduction (SCR). The SNCR system injects ammonia (NH3) or urea into combustion flue gases (in a specific temperature zone) to reduce NOx emission. The Alternative Control Techniques (ACT) document for NOx emissions from utility boilers, maximum SNCR performance was estimated to range from 25 to 40 percent for natural gas-fired boilers.12 Performance data available from several natural gas fired utility boilers with SNCR show a 24 percent reduction in NOx for applications on wall-fired boilers and a 13 percent reduction in

NOx for applications on tangential-fired boilers.11 In many situations, a boiler may have an SNCR system installed to trim NOx emissions to meet permitted levels. In these cases, the SNCR system may not be operated to achieve maximum NOx reduction. The SCR system involves injecting NH3 into the flue gas in the presence of a catalyst to reduce NOx emissions. No data were available on SCR performance on natural gas fired boilers at the time of this publication. However, the ACT Document for utility boilers estimates NOx reduction efficiencies for SCR control ranging from 80 to 90 percent.12 Emission factors for natural gas combustion in boilers and furnaces are presented in Tables 1.4-1, 1.4-2, 1.4-3, and 1.4-4.11 Tables in this section present emission factors on a volume basis (lb/106 scf).

To convert to an energy basis (lb/MMBtu), divide by a heating value of 1,020 MMBtu/106 scf. For the purposes of developing emission factors, natural gas combustors have been organized into three general categories: large wall-fired boilers with greater than 100 MMBtu/hr of heat input, boilers and residential furnaces with less than 100 MMBtu/hr of heat input, and tangential-fired boilers. Boilers within these categories share the same general design and operating characteristics and hence have similar emission characteristics when combusting natural gas.

Emission factors are rated from A to E to provide the user with an indication of how good the factor is, with A being excellent and E being poor. The criteria that are used to determine a rating for an emission factor can be found in the Emission Factor Documentation for AP-42 Section 1.4 and in the introduction to the AP-42 document.

1.4.5 Updates Since the Fifth Edition The Fifth Edition was released in January 1995. Revisions to this section are summarized below.

For further detail, consult the Emission Factor Documentation for this section. These and other documents can be found on the Emission Factor and Inventory Group (EFIG) home page (http://www.epa.gov/ttn/chief).

Supplement D, March 1998 x

Text was revised concerning Firing Practices, Emissions, and Controls.

x All emission factors were updated based on 482 data points taken from 151 source tests. Many new emission factors have been added for speciated organic compounds, including hazardous air pollutants.

July 1998 - minor changes x

Footnote D was added to table 1.4-3 to explain why the sum of individual HAP may exceed VOC or TOC, the web address was updated, and the references were reordered.

Table 1.4-1. EMISSION FACTORS FOR NITROGEN OXIDES (NOx) AND CARBON MONOXIDE (CO)

FROM NATURAL GAS COMBUSTIONa Combustor Type (MMBtu/hr Heat Input)

[SCC]

NOxb CO Emission Factor (lb/106 scf)

Emission Factor Rating Emission Factor (lb/106 scf)

Emission Factor Rating Large Wall-Fired Boilers

(>100)

[1-01-006-01, 1-02-006-01, 1-03-006-01]

Uncontrolled (Pre-NSPS)c 280 A

84 B

Uncontrolled (Post-NSPS)c 190 A

84 B

Controlled - Low NOx burners 140 A

84 B

Controlled - Flue gas recirculation 100 D

84 B

Small Boilers

(<100)

[1-01-006-02, 1-02-006-02, 1-03-006-02, 1-03-006-03]

Uncontrolled 100 B

84 B

Controlled - Low NOx burners 50 D

84 B

Controlled - Low NOx burners/Flue gas recirculation 32 C

84 B

Tangential-Fired Boilers (All Sizes)

[1-01-006-04]

Uncontrolled 170 A

24 C

Controlled - Flue gas recirculation 76 D

98 D

Residential Furnaces

(<0.3)

[No SCC]

Uncontrolled 94 B

40 B

a Reference 11. Units are in pounds of pollutant per million standard cubic feet of natural gas fired. To convert from lb/10 6 scf to kg/106 m3, multiply by 16.

Emission factors are based on an average natural gas higher heating value of 1,020 Btu/scf. To convert from 1b/10 6 scf to lb/MMBtu, divide by 1,020. The emission factors in this table may be converted to other natural gas heating values by multiplying the given emission factor by the ratio of the specified heating value to this average heating value. SCC = Source Classification Code. ND = no data. NA = not applicable.

b Expressed as NO2. For large and small wall fired boilers with SNCR control, apply a 24 percent reduction to the appropriate NO X emission factor. For tangential-fired boilers with SNCR control, apply a 13 percent reduction to the appropriate NO X emission factor.

c NSPS=New Source Performance Standard as defined in 40 CFR 60 Subparts D and Db. Post-NSPS units are boilers with greater than 250 MMBtu/hr of heat input that commenced construction modification, or reconstruction after August 17, 1971, and units with heat input capacities between 100 and 250 MMBtu/hr that commenced construction modification, or reconstruction after June 19, 1984.

TABLE 1.4-2. EMISSION FACTORS FOR CRITERIA POLLUTANTS AND GREENHOUSE GASES FROM NATURAL GAS COMBUSTIONa Pollutant Emission Factor (lb/106 scf)

Emission Factor Rating CO2b 120,000 A

Lead 0.0005 D

N2O (Uncontrolled) 2.2 E

N2O (Controlled-low-NOX burner) 0.64 E

PM (Total)c 7.6 D

PM (Condensable)c 5.7 D

PM (Filterable)c 1.9 B

SO2d 0.6 A

TOC 11 B

Methane 2.3 B

VOC 5.5 C

a Reference 11. Units are in pounds of pollutant per million standard cubic feet of natural gas fired.

Data are for all natural gas combustion sources. To convert from lb/106 scf to kg/106 m3, multiply by

16. To convert from lb/106 scf to 1b/MMBtu, divide by 1,020. The emission factors in this table may be converted to other natural gas heating values by multiplying the given emission factor by the ratio of the specified heating value to this average heating value. TOC = Total Organic Compounds.

VOC = Volatile Organic Compounds.

b Based on approximately 100% conversion of fuel carbon to CO2. CO2[lb/106 scf] = (3.67) (CON)

(C)(D), where CON = fractional conversion of fuel carbon to CO2, C = carbon content of fuel by weight (0.76), and D = density of fuel, 4.2x104 lb/106 scf.

c All PM (total, condensible, and filterable) is assumed to be less than 1.0 micrometer in diameter.

Therefore, the PM emission factors presented here may be used to estimate PM10, PM2.5 or PM1 emissions. Total PM is the sum of the filterable PM and condensible PM. Condensible PM is the particulate matter collected using EPA Method 202 (or equivalent). Filterable PM is the particulate matter collected on, or prior to, the filter of an EPA Method 5 (or equivalent) sampling train.

d Based on 100% conversion of fuel sulfur to SO2.

Assumes sulfur content is natural gas of 2,000 grains/106 scf. The SO2 emission factor in this table can be converted to other natural gas sulfur contents by multiplying the SO2 emission factor by the ratio of the site-specific sulfur content (grains/106 scf) to 2,000 grains/106 scf.

TABLE 1.4-3. EMISSION FACTORS FOR SPECIATED ORGANIC COMPOUNDS FROM NATURAL GAS COMBUSTION (Continued)

TABLE 1.4-3. EMISSION FACTORS FOR SPECIATED ORGANIC COMPOUNDS FROM NATURAL GAS COMBUSTIONa CAS No.

Pollutant Emission Factor (lb/106 scf)

Emission Factor Rating 91-57-6 2-Methylnaphthaleneb, c 2.4E-05 D

56-49-5 3-Methylchloranthreneb, c

<1.8E-06 E

7,12-Dimethylbenz(a)anthraceneb,c

<1.6E-05 E

83-32-9 Acenaphtheneb,c

<1.8E-06 E

203-96-8 Acenaphthyleneb,c

<1.8E-06 E

120-12-7 Anthraceneb,c

<2.4E-06 E

56-55-3 Benz(a)anthraceneb,c

<1.8E-06 E

71-43-2 Benzeneb 2.1E-03 B

50-32-8 Benzo(a)pyreneb,c

<1.2E-06 E

205-99-2 Benzo(b)fluorantheneb,c

<1.8E-06 E

191-24-2 Benzo(g,h,i)peryleneb,c

<1.2E-06 E

207-08-9 Benzo(k)fluorantheneb,c

<1.8E-06 E

106-97-8 Butane 2.1E+00 E

218-01-9 Chryseneb,c

<1.8E-06 E

53-70-3 Dibenzo(a,h)anthraceneb,c

<1.2E-06 E

25321 6 Dichlorobenzeneb 1.2E-03 E

74-84-0 Ethane 3.1E+00 E

206-44-0 Fluorantheneb,c 3.0E-06 E

86-73-7 Fluoreneb,c 2.8E-06 E

50-00-0 Formaldehydeb 7.5E-02 B

110-54-3 Hexaneb 1.8E+00 E

193-39-5 Indeno(1,2,3-cd)pyreneb,c

<1.8E-06 E

91-20-3 Naphthaleneb 6.1E-04 E

109-66-0 Pentane 2.6E+00 E

85-01-8 Phenanathreneb,c 1.7E-05 D

74-98-6 Propane 1.6E+00 E

TABLE 1.4-3. EMISSION FACTORS FOR SPECIATED ORGANIC COMPOUNDS FROM NATURAL GAS COMBUSTION (Continued)

CAS No.

Pollutant Emission Factor (lb/106 scf)

Emission Factor Rating 129-00-0 Pyreneb, c 5.0E-06 E

108-88-3 Tolueneb 3.4E-03 C

a Reference 11. Units are in pounds of pollutant per million standard cubic feet of natural gas fired.

Data are for all natural gas combustion sources. To convert from lb/106 scf to kg/106 m3, multiply by 16. To convert from 1b/106 scf to lb/MMBtu, divide by 1,020. Emission Factors preceeded with a less-than symbol are based on method detection limits.

b Hazardous Air Pollutant (HAP) as defined by Section 112(b) of the Clean Air Act.

c HAP because it is Polycyclic Organic Matter (POM). POM is a HAP as defined by Section 112(b) of the Clean Air Act.

d The sum of individual organic compounds may exceed the VOC and TOC emission factors due to differences in test methods and the availability of test data for each pollutant.

TABLE 1.4-4. EMISSION FACTORS FOR METALS FROM NATURAL GAS COMBUSTIONa CAS No.

Pollutant Emission Factor (lb/106 scf)

Emission Factor Rating 7440-38-2 Arsenicb 2.0E-04 E

7440-39-3 Barium 4.4E-03 D

7440-41-7 Berylliumb

<1.2E-05 E

7440-43-9 Cadmiumb 1.1E-03 D

7440-47-3 Chromiumb 1.4E-03 D

7440-48-4 Cobaltb 8.4E-05 D

7440-50-8 Copper 8.5E-04 C

7439-96-5 Manganeseb 3.8E-04 D

7439-97-6 Mercuryb 2.6E-04 D

7439-98-7 Molybdenum 1.1E-03 D

7440-02-0 Nickelb 2.1E-03 C

7782-49-2 Seleniumb

<2.4E-05 E

7440-62-2 Vanadium 2.3E-03 D

7440-66-6 Zinc 2.9E-02 E

a Reference 11. Units are in pounds of pollutant per million standard cubic feet of natural gas fired.

Data are for all natural gas combustion sources. Emission factors preceeded by a less-than symbol are based on method detection limits. To convert from lb/106 scf to kg/106 m3, multiply by l6. To convert from lb/106 scf to 1b/MMBtu, divide by 1,020.

b Hazardous Air Pollutant as defined by Section 112(b) of the Clean Air Act.

References For Section 1.4

1.

Exhaust Gases From Combustion And Industrial Processes, EPA Contract No. EHSD 71-36, Engineering Science, Inc., Washington, DC, October 1971.

2.

Chemical Engineers' Handbook, Fourth Edition, J. H. Perry, Editor, McGraw-Hill Book Company, New York, NY, 1963.

3.

Background Information Document For Industrial Boilers, EPA-450/3-82-006a, U. S. Environmental Protection Agency, Research Triangle Park, NC, March 1982.

4.

Background Information Document For Small Steam Generating Units, EPA-450/3-87-000, U. S

. Environmental Protection Agency, Research Triangle Park, NC, 1987.

5.

J. L. Muhlbaier, "Particulate and Gaseous Emissions From Natural Gas Furnaces and Water Heaters", Journal Of The Air Pollution Control Association, December 1981.

6.

L. P. Nelson, et al., Global Combustion Sources Of Nitrous Oxide Emissions, Research Project 2333-4 Interim Report, Sacramento: Radian Corporation, 1991.

7.

R. L. Peer, et al., Characterization Of Nitrous Oxide Emission Sources, Prepared for the U. S. EPA Contract 68-D1-0031, Research Triangle Park, NC: Radian Corporation, 1995.

8.

S. D. Piccot, et al., Emissions and Cost Estimates For Globally Significant Anthropogenic Combustion Sources Of NOx, N2O, CH4, CO, and CO2, EPA Contract No. 68-02-4288, Research Triangle Park, NC: Radian Corporation, 1990.

9.

Sector-Specific Issues and Reporting Methodologies Supporting the General Guidelines for the Voluntary Reporting of Greenhouse Gases under Section 1605(b) of the Energy Policy Act of 1992 (1994) DOE/PO-0028, Volume 2 of 3, U.S. Department of Energy.

10.

J. P. Kesselring and W. V. Krill, "A Low-NOx Burner For Gas-Fired Firetube Boilers",

Proceedings: 1985 Symposium On Stationary Combustion NOx Control, Volume 2, EPRI CS-4360, Electric Power Research Institute, Palo Alto, CA, January 1986.

11.

Emission Factor Documentation for AP-42 Section 1.4Natural Gas Combustion, Technical Support Division, Office of Air Quality Planning and Standards, U. S. Environmental Protection Agency, Research Triangle Park, NC, 1997.

12.

Alternate Control Techniques Document - NOx Emissions from Utility Boilers, EPA-453/R-94-023, U. S. Environmental Protection Agency, Research Triangle Park, NC, March 1994.

CALC-2013-0007 Rev. 6 Transportation Discipline Report Proposed SHINE Site Janesville, Wisconsin (2 Pages)

August 31, 2012 SHINE Page ii T

Trans Transportation Discipline Report Proposed SHINE Site Janesville, Wisconsin Prepared for:

Prepared by:

St. Louis, Missouri August 31, 2012 portation Discipline Report 1 of 3 VAL 19.4.2-014

August 31, 2012 Transportation Discipline Report SHINE Page 4 4.0 FUTURE CONSTRUCTION PERIOD TRAFFIC 4.1 Trip Generation During Construction Construction is anticipated to begin in 2014 and conclude in time for operations to open in 2016. For the purpose of this analysis the year 2015 was analyzed for construction impacts, as this is when the heaviest construction impact is expected.

Traffic volumes attributed to project construction will include contractor employee vehicles and construction vehicles typically associated with construction. These impacts are considered short-term and not significant as they can be minimalized by construction scheduling to avoid peak hours.

The largest trip generation during construction occurs during month 21 of construction and is estimated as 14 heavy vehicles (dump trucks/deliveries) and 451 vehicles (pick-up trucks and cars) per day, based on RFI-AMEC-2012-0014 Attachment 1 provided by Shine Medical Technologies.

For the purpose of this analysis it is assumed that the majority of the construction traffic will occur outside the AM and PM peak-hours, therefore impacts to the AM and PM peak-hour traffic are estimated at 12% of the daily construction traffic volume for each peak hour period. As a result, 4 heavy vehicles and 54 vehicles are assumed to enter the study area during the AM peak-hour. The same number of vehicles and heavy vehicles is assumed to exit the study area during the PM peak-hour. The remainder of the construction vehicles are assumed to access the site outside of the peak-hour periods.

4.2 Trip Distribution and Assignment As the origin and destination of construction materials and construction labor are unknown at this time, the trip distribution for construction traffic to and from the project site is assumed as follows:

Inbound - AM Peak 50% from the north (Janesville) 50% from the south (Beloit)

Outbound - PM Peak 50% to the north 50% to the south The AM and PM peak hour trip distribution during construction is shown in Figures 4 and 5 respectively.

4.3 Analysis of Construction Period Conditions The entrance to the project site is assumed to be located along US 51. The intersection LOS for each intersection studied is shown below in Table 3. The AM and PM peak hour turning movement volumes for the Future Construction period are shown in Figure 6.

2 of 3 VAL 19.4.2-014 The largest trip generation during construction occurs during month 21 of construction and is estimated as 14 heavy vehicles (dump trucks/deliveries) and 451 vehicles (pick-up trucks and cars) per day,

ML15043A410

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