Impact of future Arctic shipping on high‐latitude black carbon deposition

Browse, Jo; Carslaw, K. S.; Schmidt, Anja; Corbett, James J.

doi:10.1002/grl.50876

Cited by 54 publications

(37 citation statements)

References 33 publications

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“…It was our hypothesis that previous global inventories of commercial ships may be understated due to the lack of inclusion of smaller fishing vessels (<100 GT) and the use of a single emission factor that does not account for the full range of data for engine speed, engine type, fuel quality, and the ship‐to‐ship variability of a diverse fleet. The global and Arctic fuel consumption and emissions are summarized in Table for our results and previous studies [ Tyedmers et al , ; Eyring et al , ; Endresen et al , ; Dalsøren et al , ; Smith et al , ; The Arctic Council , ; Corbett et al , ; Browse et al , ; Winther et al , ; Mjelde et al , ]. We found that the global fishing fleet emits 139 Tg CO 2 yr −1 .…”

Section: Resultssupporting

confidence: 81%

Emissions and climate forcing from global and Arctic fishing vessels

McKuin

Campbell

2016

JGR Atmospheres

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Fishing vessels were recently found to be the largest source of black carbon ship emissions in the Arctic, suggesting that the fishing sector should be a focus for future studies. Here we developed a global and Arctic emissions inventory for fishing vessel emissions of short‐lived and long‐lived climate forcers based on data from a wide range of vessel sizes, fuel sulfur contents, engine types, and operational characteristics. We found that previous work generally underestimated emissions of short‐lived climate forcers due to a failure to account for small fishing vessels as well as variability in emission factors. In particular, global black carbon emissions were underestimated by an order of magnitude. Furthermore, our order of magnitude estimate of the net climate effect from these fishing vessel emissions suggests that short‐lived climate forcing may be particularly important in regions where fuel has a low sulfur content. These results have implications for proposed maritime policies and provide a foundation for future climate simulations to forecast climate change impacts in the Arctic.

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Section: Resultssupporting

confidence: 81%

Emissions and climate forcing from global and Arctic fishing vessels

McKuin

Campbell

2016

JGR Atmospheres

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“…Submicron OC particles contributed an average of 27 %, by number, from 0.13 to 1 µm with a minimum of 10 %, by number, from 0.13 to 0.2 µm and were likely from a biogenic marine source. With complete summertime sea ice loss expected by 2050 (Wang and Overland, 2015;Overland and Wang, 2013), increasing aerosol and trace gas emissions from the open Arctic Ocean are expected (Browse et al, 2013;Struthers et al, 2011).…”

Section: Discussionmentioning

confidence: 99%

Contributions of transported Prudhoe Bay oil field emissions to the aerosol population in Utqiaġvik, Alaska

et al. 2017

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Abstract. Loss of sea ice is opening the Arctic to increasing development involving oil and gas extraction and shipping. Given the significant impacts of absorbing aerosol and secondary aerosol precursors emitted within the rapidly warming Arctic region, it is necessary to characterize local anthropogenic aerosol sources and compare to natural conditions. From August to September 2015 in Utqiaġvik (Barrow), AK, the chemical composition of individual atmospheric particles was measured by computer-controlled scanning electron microscopy with energy-dispersive X-ray spectroscopy (0.13-4 µm projected area diameter) and real-time single-particle mass spectrometry (0.2-1.5 µm vacuum aerodynamic diameter). During periods influenced by the Arctic Ocean (70 % of the study), our results show that fresh sea spray aerosol contributed ∼ 20 %, by number, of particles between 0.13 and 0.4 µm, 40-70 % between 0.4 and 1 µm, and 80-100 % between 1 and 4 µm particles. In contrast, for periods influenced by emissions from Prudhoe Bay (10 % of the study), the third largest oil field in North America, there was a strong influence from submicron (0.13-1 µm) combustion-derived particles (20-50 % organic carbon, by number; 5-10 % soot by number). While sea spray aerosol still comprised a large fraction of particles (90 % by number from 1 to 4 µm) detected under Prudhoe Bay influence, these particles were internally mixed with sulfate and nitrate indicative of aging processes during transport. In addition, the overall mode of the particle size number distribution shifted from 76 nm during Arctic Ocean influence to 27 nm during Prudhoe Bay influence, with particle concentrations increasing from 130 to 920 cm −3 due to transported particle emissions from the oil fields. The increased contributions of carbonaceous combustion products and partially aged sea spray aerosol should be considered in future Arctic atmospheric composition and climate simulations.

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“…Wildfire emissions represent the single largest source of emissions in the southern hemisphere. Although other sectors such as international shipping are not considered here, aerosol emissions from these sources generally have much smaller contributions to Arctic warming relative to the sectors we evaluated here, despite potentially large growth in Arctic shipping activity as sea ice retreats, and a high per‐ton impact of emissions emitted directly in the Arctic [ Browse et al , ].…”

Section: Resultsmentioning

confidence: 99%

Future Arctic temperature change resulting from a range of aerosol emissions scenarios

et al. 2016

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The Arctic temperature response to emissions of aerosols-specifically black carbon (BC), organic carbon (OC), and sulfate-depends on both the sector and the region where these emissions originate. Thus, the net Arctic temperature response to global aerosol emissions reductions will depend strongly on the blend of emissions sources being targeted. We use recently published equilibrium Arctic temperature response factors for BC, OC, and sulfate to estimate the range of present-day and future Arctic temperature changes from seven different aerosol emissions scenarios. Globally, Arctic temperature changes calculated from all of these emissions scenarios indicate that present-day emissions from the domestic and transportation sectors generate the majority of present-day Arctic warming from BC. However, in all of these scenarios, this warming is more than offset by cooling resulting from SO 2 emissions from the energy sector. Thus, long-term climate mitigation strategies that are focused on reducing carbon dioxide (CO 2 ) emissions from the energy sector could generate short-term, aerosol-induced Arctic warming. A properly phased approach that targets BC-rich emissions from the transportation sector as well as the domestic sectors in key regions-while simultaneously working toward longer-term goals of CO 2 mitigation-could potentially avoid some amount of short-term Arctic warming.

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Impact of future Arctic shipping on high‐latitude black carbon deposition

Cited by 54 publications

References 33 publications

Emissions and climate forcing from global and Arctic fishing vessels

Emissions and climate forcing from global and Arctic fishing vessels

Contributions of transported Prudhoe Bay oil field emissions to the aerosol population in Utqiaġvik, Alaska

Future Arctic temperature change resulting from a range of aerosol emissions scenarios

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