Emissions from international shipping: 1. The last 50 years

Eyring, Veronika; Köhler, Horst W.; Aardenne, J. van; Lauer, Axel

doi:10.1029/2004jd005619

Cited by 601 publications

(565 citation statements)

References 23 publications

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“…The fraction of CN (>10 nm in diameter) that activate into CCN at 0.3% supersaturation was found to be 0.24, similar to the 0.18 found by Sinha et al (3). Finally, the airborne organic to sulfate mass ratio from this study (which is significantly higher than the in-stack measurement) agrees well with the most recent test-bed results of Petzold et al (11); both of these estimates are significantly higher than the previous estimate from Petzold et al (9) which was used by Eyring et al (1) to estimate global emissions of 0.134 Tg OC per year; these results suggest that the global annual emissions of organic carbon may be significantly higher than previously estimated.…”

Section: Discussionsupporting

confidence: 91%

Comprehensive Simultaneous Shipboard and Airborne Characterization of Exhaust from a Modern Container Ship at Sea

Murphy

Agrawal

Sorooshian

et al. 2009

Environ. Sci. Technol.

198

177

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We report the first joint shipboard and airborne study focused on the chemical composition and water-uptake behavior of particulate ship emissions. The study focuses on emissions from the main propulsion engine of a Post-Panamax class container ship cruising off the central coast of California and burning heavy fuel oil. Shipboard sampling included microorifice uniform deposit impactors (MOUDI) with subsequent offline analysis, whereas airborne measurements involved a number of real-time analyzers to characterize the plume aerosol, aged from a few seconds to over an hour. The mass ratio of particulate organic carbon to sulfate at the base of the ship stack was 0.23 ( 0.03, and increased to 0.30 ( 0.01 in the airborne exhaust plume, with the additional organic mass in the airborne plume being concentrated largely in particles below 100 nm in diameter. The organic to sulfate mass ratio in the exhaust aerosol remained constant during the first hour of plume dilution into the marine boundary layer. The mass spectrum of the organic fraction of the exhaust aerosol strongly resembles that of emissions from other diesel sources and appears to be predominantly hydrocarbon-like organic (HOA) material. Background aerosol which, based on air mass back trajectories, probably consisted of aged ship emissions and marine aerosol, contained a lower organic mass fraction than the fresh plume and had a much more oxidized organic component. A volume-weighted mixing rule is able to accurately predict hygroscopic growth factors in the background aerosol but measured and calculated growth factors do not agree for aerosols in the ship exhaust plume. Calculated CCN concentrations, at supersaturations ranging from 0.1 to 0.33%, agree well with measurements in the ship-exhaust plume. Using sizeresolved chemical composition instead of bulk submicrometer composition has little effect on the predicted CCN concentrations because the cutoff diameter for CCN activation is larger than the diameter where the mass fraction of organic aerosol begins to increase significantly. The particle number emission factor estimated from this study is 1.3 × 10 16 (kg fuel) -1 , with less than 1 / 10 of the particles having diameters above 100 nm; 24% of particles (>10 nm in diameter) activate into cloud droplets at 0.3% supersaturation.

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Section: Discussionsupporting

confidence: 91%

Comprehensive Simultaneous Shipboard and Airborne Characterization of Exhaust from a Modern Container Ship at Sea

Murphy

Agrawal

Sorooshian

et al. 2009

Environ. Sci. Technol.

198

177

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“…The ECA areas could be efficient to reduce the near surface mass concentrations of aerosols in coastal regions but can be counteracted by increasing aerosol nitrate concentrations if NO x emissions remain unabated. An efficient strategy for emission reduction from shipping should consider both SO 2 and NO x .…”

Section: Discussionmentioning

confidence: 99%

Assessment of Near-Future Policy Instruments for Oceangoing Shipping: Impact on Atmospheric Aerosol Burdens and the Earth’s Radiation Budget

Lauer

Eyring

Corbett

et al. 2009

Environ. Sci. Technol.

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We apply the global climate model ECHAM5/MESSy1-MADE with detailed aerosol and cloud microphysics to study the impact of shipping on tropospheric aerosol burdens, clouds, and the radiation budget for four near-future ship emission policy scenarios for the year 2012. We compare a "No Control" scenario with global sulfur limits and regionally applied reductions. We show that, if no control measures are taken, near surface sulfate increases by about 10-20% over the main transoceanic shipping routes from 2002 to 2012. A reduction of the maximum fuel sulfur (S) content allowed within 200 nautical miles of coastal areas ("global emission control areas") to 0.5% or 0.1% (5000 or 1000 ppm S, respectively) results in a distinctive reduction in near surface sulfate from shipping in coastal regions compared with the year 2002. The model results also show that if emissions of nitrogen oxides (NO x ) remain unabated, a reduction of the fuel sulfur content favors a strong increase in aerosol nitrate (NO 3 ) which could counteract up to 20% of the decrease in sulfate mass achieved by sulfur emission reductions. The most important impact of shipping on the radiation budget is related to the modification of low maritime stratus clouds resulting in an increased reflectivity and enhanced shortwave cloud forcing. The direct aerosol effect from shipping is small. Our study shows that one can expect a less negative (less cooling) radiative forcing due to reductions in the current fuel sulfur content of ocean-going ships. The global annual average net cloud forcings due to shipping (year 2012) are in the range of -0.27 to -0.58 W/m 2 with regional cooling occurring most over the remote oceans.

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“…Due to its long atmospheric residence time CO 2 is well-mixed throughout the troposphere and the stratosphere. As the current emissions from land transport are almost three times as large as the emissions from the aviation and shipping sectors combined (Eyring et al, 2005), its relative contribution to radiative forcing is significant. The long residence time of CO 2 also requires that the historical development of emissions are taken into account when calculating the contribution to CO 2 enhancement and thus the radiative forcing at a given point in time.…”

Section: Carbon Dioxidementioning

confidence: 99%

Transport impacts on atmosphere and climate: Land transport

Uherek¹,

Halenka²,

Borken‐Kleefeld³

et al. 2010

Atmospheric Environment

311

151

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a b s t r a c tEmissions from land transport, and from road transport in particular, have significant impacts on the atmosphere and on climate change. This assessment gives an overview of past, present and future emissions from land transport, of their impacts on the atmospheric composition and air quality, on human health and climate change and on options for mitigation.In the past vehicle exhaust emission control has successfully reduced emissions of nitrogen oxides, carbon monoxide, volatile organic compounds and particulate matter. This contributed to improved air quality and reduced health impacts in industrialised countries. In developing countries however, pollutant emissions have been growing strongly, adversely affecting many populations. In addition, ozone and particulate matter change the radiative balance and hence contribute to global warming on shorter time scales. Latest knowledge on the magnitude of land transport's impact on global warming is reviewed here.In the future, road transport's emissions of these pollutants are expected to stagnate and then decrease globally. This will then help to improve the air quality notably in developing countries. On the contrary, emissions of carbon dioxide and of halocarbons from mobile air conditioners have been globally increasing and are further expected to grow. Consequently, road transport's impact on climate is gaining in importance. The expected efficiency improvements of vehicles and the introduction of biofuels will not be sufficient to offset the expected strong growth in both, passenger and freight transportation. Technical measures could offer a significant reduction potential, but strong interventions would be needed as markets do not initiate the necessary changes. Further reductions would need a resolute expansion of low-carbon fuels, a tripling of vehicle fuel efficiency and a stagnation in absolute transport volumes. Land transport will remain a key sector in climate change mitigation during the next decades.

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Emissions from international shipping: 1. The last 50 years

Cited by 601 publications

References 23 publications

Comprehensive Simultaneous Shipboard and Airborne Characterization of Exhaust from a Modern Container Ship at Sea

Comprehensive Simultaneous Shipboard and Airborne Characterization of Exhaust from a Modern Container Ship at Sea

Assessment of Near-Future Policy Instruments for Oceangoing Shipping: Impact on Atmospheric Aerosol Burdens and the Earth’s Radiation Budget

Transport impacts on atmosphere and climate: Land transport

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