Large uncertainties exist in estimations of aerosol direct radiative forcing and indirect radiative forcing, and the values derived from globalmodeling differ substantially with satellite-based calculations. Following the approach of Quaas et al. (2008; hereafter named Quaas2008),we reassess satellite-based clear- and cloudy-sky radiative forcings and their seasonal variations by employing updated satellite products from 2004 to 2011 in combination with the anthropogenic aerosol optical depth (AOD) fraction obtained frommodel simulations using the Goddard Earth Observing System-Chemistry-Advanced ParticleMicrophysics (GEOS-Chem-APM). Our derived annual mean aerosol clear-sky forcing (-0.59 W m-2) is lower, while the cloudy-sky forcing (-0.34 W m-2) is higher than the corresponding results (-0.9Wm-2 and -0.2W m-2, respectively) reported in Quaas2008. Our study indicates that the derived forcings are sensitive to the anthropogenic AOD fraction and its spatial distribution but insensitive to the temporal resolution used to obtain the regression coefficients, i.e.,monthly or seasonal based. The forcing efficiency (i.e., the magnitude per anthropogenic AOD) for the clear-sky forcing based on this study is 19.9Wm-2, which is about 5% smaller than Quaas2008’s value of 21.1Wm-2. In contrast, the efficiency for the cloudy-sky forcing of this study (11 W m-2) is more than a factor of 2 larger than Quaas2008’s value of 4.7 W m-2. Uncertainties tests indicate that anthropogenic fraction of AOD strongly affects the computed forcings while using aerosol index instead of AOD from satellite data as aerosol proxy does not appear to cause any significant differences in regression slopes and derived forcings.

In this study, we employ the global aerosol-climate model ECHAM-HAM to globally assess aerosol indirect effects (AIEs) resulting from shipping emissions of aerosols and aerosol precursor gases. We implement shipping emissions of sulphur dioxide (SO2), black carbon (BC) and particulate organic matter (POM) for the year 2000 into the model and quantify the model’s sensitivity towards uncertainties associated with the emission parameterisation as well as with the shipping emissions themselves. Sensitivity experiments are designed to investigate (i) the uncertainty in the size distribution of emitted particles, (ii) the uncertainty associated with the total amount of emissions, and (iii) the impact of reducing carbonaceous emissions from ships. We use the results from one sensitivity experiment for a detailed discussion of shipping-induced changes in the global aerosol system as well as the resulting impact on cloud properties. From all sensitivity experiments, we find AIEs from shipping emissions to range from −0.32±0.01Wm−2 to −0.07±0.01Wm−2 (global mean value and inter-annual variability as a standard deviation). The magnitude of the AIEs depends much more on the assumed emission size distribution and subsequent aerosol microphysical interactions than on the magnitude of the emissions themselves. It is important to note that although the strongest estimate of AIEs from shipping emissions in this study is relatively large, still much larger estimates have been reported in the literature before on the basis of modelling studies. We find that omitting just carbonaceous particle emissions from ships favours new particle formation in the boundary layer. These newly formed particles contribute just about as much to the CCN budget as the carbonaceous particles would, leaving the globally averaged AIEs nearly unaltered compared to a simulation including carbonaceous particle emissions from ships.