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Black carbon refers to solid particles emitted during incomplete combustion. Diesel engines are an important source, though not the major one. Black carbon contributes to climate change in two ways: in the atmosphere it absorbs sunlight and re-emits the energy as heat; and when deposited on ice or snow, in addition to warming the surface and air directly, it reduces the surface albedo (reflectivity) causing the surface to absorb more sunlight. As a contributor to climate change it is possibly second only to CO2, and because it is short-lived (remaining in the atmosphere only a few weeks) reducing BC emissions could have a very rapid and significant effect on the rate of warming. Black carbon is also a serious public health concern. Exposure to particulate matter is responsible for hundreds of thousands of deaths globally each year.
Compares the economic and environmental tradeoffs of switching from HFO to two alternative fuels, distillate fuel and liquefied natural gas (LNG), in the IMO Arctic, as defined in the IMO Polar Code.
Measures marine BC emissions in the lab and onboard two container ships, one with a modern Tier II main engine and another with an older Tier 0 engine outfitted with an exhaust gas cleaning system (EGCS).
Presents a global strategy to reduce fine particulate (PM2.5) and black carbon emissions from the global fleet of on-road diesel vehicles by identifying 36 countries for immediate action.
MEPC’s 70th session will consider two topics that may greatly reduce the amount of HFO used in the Arctic: a global marine fuel sulfur cap of 0.5% (currently it is 3.5%), and whether or not HFO use in the Arctic should be formally placed on the MEPC agenda. This paper provides key information needed to evaluate the potential risks HFO has to the Arctic environment.
Third and final workshop designed to inform and guide a two-year project on marine black carbon (BC) funded by the Climate and Clean Air Coalition (CCAC).