[1] The turbulent mixing in thin ocean surface boundary layers (OSBL), which occupy the upper 100 m or so of the ocean, control the exchange of heat and trace gases between the atmosphere and ocean. Here we show that current parameterizations of this turbulent mixing lead to systematic and substantial errors in the depth of the OSBL in global climate models, which then leads to biases in sea surface temperature. One reason, we argue, is that current parameterizations are missing key surface-wave processes that force Langmuir turbulence that deepens the OSBL more rapidly than steady wind forcing. Scaling arguments are presented to identify two dimensionless parameters that measure the importance of wave forcing against wind forcing, and against buoyancy forcing. A global perspective on the occurrence of waveforced turbulence is developed using re-analysis data to compute these parameters globally. The diagnostic study developed here suggests that turbulent energy available for mixing the OSBL is under-estimated without forcing by surface waves. Wave-forcing and hence Langmuir turbulence could be important over wide areas of the ocean and in all seasons in the Southern Ocean. We conclude that surfacewave-forced Langmuir turbulence is an important process in the OSBL that requires parameterization.

Abstract. A method is presented for the evaluation of the exhaust emissions of marine traffic, based on the messages provided by the Automatic Identification System (AIS), which enable the identification and location determination of ships. The use of the AIS data facilitates the positioning of ship emissions with a high spatial resolution, which is limited only by the inaccuracies of the Global Positioning System (typically a few metres) that is used in vessel navigation. The emissions are computed based on the relationship of the instantaneous speed to the design speed, and the detailed technical information of the engines of the ships. The modelling of emissions is also based on a few basic principles of ship design, including the modelling of the propelling power of each vessel in terms of its speed. We have investigated the effect of waves on the consumption of fuel, and on the emissions to the atmosphere. The predictions of fuel consumption were compared with the actual values obtained from the shipowners. For a Roll on – Roll off cargo/passenger ship (RoPax), the predicted and reported values of annual fuel consumption agreed within an accuracy of 6%. According to the data analysis and model computations, the emissions of NOx, SOx and CO2 originating from ships in the Baltic Sea during the full calendar year of 2007 were in total 400 kt, 138 kt and 19 Mt, respectively. A breakdown of emissions by flag state, the type of ship and the year of construction is also presented. The modelling system can be used as a decision support tool in the case of issues concerning, e.g., the health effects caused by shipping emissions or the construction of emission-based fairway dues systems or emissions trading. The computation of emissions can be automated, which will save resources in constructing emission inventories. Both the methodologies and the emission computation program can be applied in any sea region in the world, provided that the AIS data from that specific region are available.

, appearing abruptly at wave age co/Uw equal to 1.2. Turbulence spectra of the horizontal components were shown not to scale with height above the water surface, in contrast to vertical velocity spectra for which such a variation was observed in the low-frequency range. In addition, spectral peaks in the horizontal wind spectra were found at a frequency as low as 10 -3 Hz. From a comparison with results from a previous study it was concluded that this turbulence is of the "inactive" kind, being brought down from the upper parts of the boundary layer by pressure transport.

[1] On the basis of an extensive data set from the air-sea interaction station Ö stergarnsholm in the Baltic Sea, the dependence of drag on the ocean of wave state parameters has been studied for near-neutral conditions. For developing sea, the drag depends on wave age, u * /c p (u * friction velocity and c p the phase speed of the dominant waves), in agreement with recent findings over the World Ocean, strongly supporting that the Ö stergarnsholm station can be relied upon to give results representative of open ocean conditions. For such conditions, it is demonstrated that the logarithmic wind law is indeed valid. For mixed sea/swell the logarithmic wind law is not valid and the drag coefficient, C D depends on two parameters representing the wave state: u * /c p and E 1 /E 2 , where E 1 is the energy of the relatively long waves (having a phase velocity larger than the wind speed at 10 m) and E 2 , the short wave energy. Thus, plotting C D as a function of u * /c p gives a clear ordering of the data in parallel, sloping bands according to the value of E 1 /E 2 . Thus, whereas very young and slow waves affect the atmospheric flow similar to rigid roughness elements, with the occurrence of longer waves, an entirely different mechanism gains successively more importance and dynamical coupling with the atmospheric turbulence occurs. It may be speculated that the often observed kink in the wind profile represents the upper bound of a wave-boundary-layer, which is thus an order of magnitude deeper than predicted and observed during growing sea conditions.

Abstract. A method is presented for the evaluation of the exhaust emissions of marine traffic, based on the messages provided by the Automatic Identification System (AIS), which enable the identification and location determination of ships. The use of the AIS data enables the positioning of ship emissions with a high spatial resolution, which is limited only by the inaccuracies of the Global Positioning System (typically a few metres) that is used in vessel navigation. The emissions are computed based on the relationship of the instantaneous speed to the design speed, and these computations also take into account the detailed technical information of the ships' engines. The modelling of emissions is also based on a few basic equations of ship design, including the modelling of the propelling power of each vessel in terms of its speed. We have also investigated the effect of waves on the consumption of fuel, and on the emissions to the atmosphere. The predictions of fuel consumption were compared with the actual values obtained from the shipowners. For a RoPax vessel, the predicted and reported values of fuel consumption agreed within an accuracy of 6%. According to the data analysis and model computations, the emissions of NOx, SOx and CO2 originating from ships in the Baltic Sea in 2007 were in total 400 kt, 138 kt and 19 Mt, respectively. A breakdown of emissions by flag state, ship's type and year of construction is also presented. The modelling system can be used as a decision support tool in the case of issues concerning, e.g., health effects caused by shipping emissions, the construction of emission-based fairway dues systems or emissions trading. The computation of emissions can also be automated, which will save resources in constructing emission inventories. Both the methodologies and the emission computation program can be applied in any sea region in the world, provided that the AIS data from that specific region are available.