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The report examines how agricultural fires in the Northern Hemisphere, particularly in Russia, Kazakhstan, and China, emit black carbon (soot) that travels to the Arctic. This soot reduces the albedo of snow and ice, accelerating melting and contributing to Arctic warming. The document argues that while these fires are smaller than forest fires, their smoldering nature produces higher concentrations of black carbon. It identifies Russia as the dominant springtime emitter and suggests mitigation strategies including shifting burning seasons, implementing biochar technology, and improving international fire management coordination.

The document details the health risks associated with occupational exposure to diesel exhaust, specifically particulate matter, and advocates for the use of Diesel Particulate Filters (DPFs) to retrofit older engines.

The report reviews multiple global and regional studies to determine the necessity of carbon capture and storage (CCS) for climate mitigation. It concludes that most experts view CCS as a key technology for reducing greenhouse gas emissions to stabilization levels by 2030-2050, often serving as a cost-effective alternative to massive nuclear expansion or extremely ambitious energy efficiency and renewable targets.

The document argues that greenhouse gas emissions from shipping are increasing at an alarming rate and calls for immediate regulatory action by the IMO. It proposes short-term measures including vessel speed reductions, which can reduce fuel bills by up to 40%, and a global carbon tax on marine fuels to fund climate mitigation and adaptation, particularly in developing countries. It also suggests shoreside power and wind power as technical solutions while cautioning against relying on reporting or indexing as substitutes for actual reduction measures.

The report evaluates the human health impacts of reducing sulphur in marine fuels, comparing a 'no action' scenario with two control options: a 0.1% sulphur limit within 200 nautical miles of coastlines and a global 0.5% sulphur limit. It estimates that these controls could reduce global premature mortality from international shipping by 50-60% by 2012, saving between 41,500 and 50,000 lives annually. Using US EPA cost methodology, the Friends of the Earth International (FOEI) values these societal benefits at approximately $225 to $275 billion per year.

The testimony argues that broad biofuel mandates, such as those implemented by the European Union, can inadvertently accelerate global warming by driving deforestation and land-use changes to meet feedstock demand. The author warns that using farmland for energy crops displaces food production, leading to the conversion of carbon sinks like forests and wetlands. To avoid these outcomes, the Clean Air Task Force recommends that Massachusetts slow the rush toward broad mandates, develop comprehensive life-cycle analysis tools that account for indirect land-use effects, and prioritize 'niche' feedstocks that do not require substantial farmland, specifically algae, biomass waste, and other waste products.

The Clean Air Task Force warns that the climate benefits of replacing fossil fuels with biofuels are often negated by indirect effects, specifically the release of carbon dioxide when forests and wetlands are cleared to meet increased agricultural demand. The report highlights how the EU's 2003 Biofuel Directive inadvertently drove the destruction of Indonesian peatlands for palm oil, releasing approximately two billion metric tons of CO2 annually. It notes that direct benefits are further undermined by the use of nitrogen-based fertilizers in crops like rapeseed. The author recommends slowing the rush toward production mandates, developing analytic tools over the next 2-3 years to quantify market-driven impacts, and focusing on niche policies for waste feedstocks, algae, and biomass from marginal lands.

The document argues for the adoption of strict NOx emission standards for ships to protect human health and the environment, proposing a two-tier reduction schedule by 2011 and 2015. It highlights that ocean-going ships contribute 15% to 30% of global NOx emissions and suggests that port States be allowed to deny entry or charge fees to ships that fail to comply with these standards.

The document presents findings from the 'Corbett and Winebrake Study', which estimates that particulate matter (PM) from ocean-going ships caused approximately 60,000 premature deaths globally in 2002. The study indicates that these deaths are expected to increase by 40% by 2012 (or 2020 in some case analyses) due to growth in shipping traffic. Regional analysis shows that Europe and the Mediterranean, East Asia, and South Asia are the most heavily impacted areas. The document argues that the societal cost of these deaths exceeds $300 billion annually based on US EPA valuations, far outweighing the costs of emission reductions. Consequently, it urges the IMO Sub-Committee on Bulk Liquids and Gases to recommend stringent emission limits for the amended MARPOL Annex VI.

The 2003 EU Biofuels Directive, intended to support rural economies and reduce emissions, has instead contributed to higher food prices, tropical deforestation, and increased greenhouse gas emissions. Specifically, the conversion of peatlands in Southeast Asia for palm oil has significantly increased global CO2 emissions. The author warns that current life-cycle analyses are insufficient because they often ignore land-use changes and the impacts of displaced food production, urging the U.S. to avoid similar policy mistakes.

The 2003 EU Biofuels Directive, intended to reduce greenhouse gas emissions and support rural economies, has instead driven tropical deforestation, increased global CO2 emissions through peatland destruction, and exacerbated food insecurity. The report argues that current life-cycle analyses are inadequate for predicting these indirect market and land-use effects.

The Clean Air Task Force (CATF) argues that the MIT "Future of Coal" study relies on outdated data and ignores the commercial availability of carbon capture for IGCC plants. CATF contends that IGCC is a superior alternative to pulverized coal (PC) due to lower emissions of criteria pollutants and a significant cost advantage when 90% carbon capture is implemented. The document highlights that while PC carbon capture remains speculative, IGCC carbon capture is a "commercially proven process." CATF warns that following MIT's recommendation to build efficient PC plants today could lock in high global emissions, particularly in China, and instead advocates for banning new coal combustion plants in favor of rapidly commercializing advanced gasification and geologic storage.

The document argues that focusing only on new engines is insufficient to prevent a rise in global shipping NOx emissions due to low fleet turnover and rapid growth. It proposes a goal-based approach targeting 70-90% reductions for existing engines, citing technical feasibility and cost-effectiveness compared to land-based reductions. Suggested measures include technical retrofits like Selective Catalytic Reduction (SCR) and water emulsification, as well as operational restrictions and economic incentives for older vessels.

The document argues that shipping emissions are increasing at an alarming rate and that current IMO policies, such as voluntary indexing, are ineffective. It highlights the contribution of CO2, nitrogen oxides, and black carbon to climate change and Arctic melting, while warning that IMO inaction is prompting unilateral measures in the EU and US states like California and Washington. FOEI requests the IMO implement mandatory speed reductions, weather routing, and fuel economy standards, while insisting that these efforts remain separate from MARPOL Annex VI revisions regarding toxic air pollutants.

The policy brief asserts that because coal is likely to remain a significant part of the global power supply through 2050, the world must transition from coal combustion to integrated coal gasification combined cycle (IGCC) technology. IGCC is presented as the most viable path to reducing sulfur dioxide, nitrogen oxides, and mercury emissions, while providing a more efficient means of carbon capture and storage compared to retrofitting combustion plants. The author calls for a ban on new coal combustion plants, the rapid deployment of commercial IGCC 'reference' plants in the United States to encourage global adoption, and the large-scale demonstration of geologic carbon storage. Additionally, the document advocates for reforming coal mining practices, regulating toxic solid waste, and reducing water consumption.

The Clean Air Task Force (CATF) conducted monitoring in Austin, Boston, New York City, and Columbus to assess diesel exhaust exposure during commutes. The study found that commuters in cars, buses, and trains are exposed to diesel particle levels significantly higher than ambient outdoor air, with the highest concentrations occurring in the presence of heavy truck traffic or when trains are pulled by locomotives. The report highlights that while commuting accounts for only about 6% of a person's day, it may contribute over half of their daily exposure to ultrafine particles. To mitigate these risks, the report recommends retrofitting existing diesel engines with diesel particulate filters (DPFs), which can reduce particle emissions by up to 90%.

The document summarizes recent emissions inventories and health studies to demonstrate that shipping emissions are growing rapidly and significantly impacting human health. It highlights a global inventory projecting a 4.1% annual growth in emissions through 2040 and a North American inventory projecting 5.9% annual growth. The text argues that current and proposed IMO regulations are insufficient to offset this growth and calls for steep, fleet-wide reductions. Additionally, it cites California Air Resources Board (CARB) data showing that premature deaths attributed to ocean-going ships in California are predicted to more than double by 2020.

The document advocates for the adoption of strict international emission standards for both new and existing ship engines to mitigate health and environmental impacts. It proposes specific reduction targets for nitrogen oxides (NOx) and sulphur oxides (SOx) by 2010 and 2015, suggests lowering the worldwide sulphur content limit for marine fuel, and calls for the establishment of particulate matter (PM) standards by January 1, 2009.

The report develops a high-resolution global inventory of ship emissions (SOx, NOx, PM, and black carbon) using power-weighted ICOADS data. It argues that a business-as-usual (BAU) growth rate of 4.1% per year, driven by trade globalization and containerization, will likely offset current IMO emission control measures. The authors conclude that fleetwide reductions of at least 60% would be required within two decades to maintain 2002 pollution levels.

The document advocates for substantial reductions in shipping emissions to protect public health and the environment, arguing that cost-effective technologies already exist. It proposes that NOx and SOx emissions be reduced by 70-90% for new and existing ships by 2015, with interim NOx reductions of 40-50% by 2010. The authors highlight a significant gap between strict land-based emission standards in the US and EU and the much higher limits currently set by the IMO, noting that shipping emissions in European waters are projected to exceed all land-based European emissions within a decade.