Abstract. The southern hemisphere marine Aerosol Characterization Experiment (ACE 1) was the first of a series of experiments that will quantify the chemical and physical processes controlling the evolution and properties of the atmospheric aerosol relevant to radiative forcing and climate. The goals of this series of process studies are to reduce the overall uncertainty in the calculation of climate forcing by aerosols and to understand the multiphase atmospheric chemical system sufficiently to be able to provide a prognostic analysis of future radiative forcing and climate response. ACE 1, which was conducted from November 15 to December 14, 1995, over the southwest Pacific Ocean, south of Australia, quantified the chemical, physical, radiative, and cloud nucleating properties and furthered our understanding of the processes controlling the aerosol properties in this minimally polluted marine atmosphere. The experiment involved the efforts of scientists from 45 research institutes in 11 countries.

Emissions of particles, gases, heat, and water vapor from ships are discussed with respect to their potential for changing the microstructure of marine stratiform clouds and producing the phenomenon known as ''ship tracks.'' Airborne measurements are used to derive emission factors of SO 2 and NO from diesel-powered and steam turbine-powered ships, burning low-grade marine fuel oil (MFO); they were 15-89 and 2-25 g kg 1 of fuel burned, respectively. By contrast a steam turbine-powered ship burning high-grade navy distillate fuel had an SO 2 emission factor of 6 g kg 1. Various types of ships, burning both MFO and navy distillate fuel, emitted from 4 10 15 to 2 10 16 total particles per kilogram of fuel burned (4 10 15-1.5 10 16 particles per second). However, diesel-powered ships burning MFO emitted particles with a larger mode radius (0.03-0.05 m) and larger maximum sizes than those powered by steam turbines burning navy distillate fuel (mode radius 0.02 m). Consequently, if the particles have similar chemical compositions, those emitted by diesel ships burning MFO will serve as cloud condensation nuclei (CCN) at lower supersaturations (and will therefore be more likely to produce ship tracks) than the particles emitted by steam turbine ships burning distillate fuel. Since steam turbine-powered ships fueled by MFO emit particles with a mode radius similar to that of diesel-powered ships fueled by MFO, it appears that, for given ambient conditions, the type of fuel burned by a ship is more important than the type of ship engine in determining whether or not a ship will produce a ship track. However, more measurements are needed to test this hypothesis. The particles emitted from ships appear to be primarily organics, possibly combined with sulfuric acid produced by gas-to-particle conversion of SO 2. Comparison of model results with measurements in ship tracks suggests that the particles from ships contain only about 10% water-soluble materials. Measurements of the total particles entering marine stratiform clouds from diesel-powered ships fueled by MFO, and increases in droplet concentrations produced by these particles, show that only about 12% of the particles serve as CCN. The fluxes of heat and water vapor from ships are estimated to be 2-22 MW and 0.5-1.5 kg s 1 , respectively. These emissions rarely produced measurable temperature perturbations, and never produced detectable perturbations in water vapor, in the plumes from ships. Nuclear-powered ships, which emit heat but negligible particles, do not produce ship tracks. Therefore, it is concluded that heat and water vapor emissions do not play a significant role in ship track formation and that particle emissions, particularly from those burning low-grade fuel oil, are responsible for ship track formation. Subsequent papers in this special issue discuss and test these hypotheses.

and the MBL associated with cloud pumping and subsidence following cold frontal passages. There was no evidence of major new particle production in the MBL. Oceanic emissions of DMS appeared to contribute to the growth of Aitken and accumulation mode particles. Coarse mode particles were comprised primarily of sea salt. Although these particles result from turbulence at the air-sea interface, the instantaneous wind speed accounted for only one third of the variance in the coarse mode number concentration in this region.

Under stable meteorological conditions the effect of ship-stack exhaust on overlying clouds was detected in daytime satellite images as an enhancement in cloud reflectivity at 3.7 micrometers. The exhaust is a source of cloud-condensation nuclei that increases the number of cloud droplets while reducing droplet size. This reduction in droplet size causes the reflectivity at 3.7 micrometers to be greater than the levels for nearby noncontaminated clouds of similar physical characteristics. The increase in droplet number causes the reflectivity at 0.63 micrometer to be significantly higher for the contaminated clouds despite the likelihood that the exhaust is a source of particles that absorb at visible wavelengths. The effect of aerosols on cloud reflectivity is expected to have a larger influence on the earth's albedo than that due to the direct scattering and absorption of sunlight by the aerosols alone.

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A micro‐pulse lidar system (MPL) was used to measure the vertical and horizontal distribution of aerosols during the Aerosol Characterization Experiment 2 (ACE‐2) in June and July of 1997. The MPL measurements were made at the Izaña observatory (IZO), a weather station located on a mountain ridge (28°18′ N, 16°30′ W, 2367 m asl) near the center of the island of Tenerife, Canary Islands. The MPL was used to acquire aerosol backscatter, extinction, and optical depth profiles for normal background periods and periods influenced by Saharan dust from North Africa. System tests and calibration procedures are discussed, and an analysis of aerosol optical profiles acquired during ACE‐2 is presented. MPL data taken during normal IZO conditions (no dust) showed that upslope aerosols appeared during the day and dissipated at night and that the layers were mostly confined to altitudes a few hundred meters above IZO. MPL data taken during a Saharan dust episode on 17 July showed that peak aerosol extinction values were an order of magnitude greater than molecular scattering over IZO, and that the dust layers extended to 5 km asl. The value of the dust backscatter–extinction ratio was determined to be 0.027±0.007 sr−1. Comparisons of the MPL data with data from other co‐located instruments showed good agreement during the dust episode.

In June 1994 the Monterey Area Ship Track (MAST) experiment was conducted off the coast of California to investigate the processes behind anthropogenic modification of cloud albedo. The motivation for the MAST experiment is described here, as well as details of the experimental design. Measurement platforms and strategies are explained, and a summary of experiment operations is presented. The experiment produced the largest dataset to date of direct measurements of the effects of ships on the microphysics and radiative properties of marine stratocumulus clouds as an analog for the indirect effects of anthropogenic pollution on cloud albedo.

Aerosol scattering coefficients (s sp ) have been measured over the ocean at different relative humidities (RH) as a function of altitude in the region surrounding the Canary Islands during the Second Aerosol Characterization Experiment (ACE-2) in June and July 1997. The data