Modelling of ship resistance and power consumption for the global fleet: The MariTEAM model

Kim, Young-Rong; Steen, Sverre; Kramel, Diogo; Muri, Helene; Strømman, Anders Hammer

doi:10.1016/j.oceaneng.2023.114758

Cited by 18 publications

(7 citation statements)

References 40 publications

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“…Due to the integration of IAMs with the global economy, we are able to consider the interaction with other sectors in the competition for alternative fuels and model shipping demand as an endogenous variable, thereby connecting it directly to global trade dynamics. At the same time, the emergence of full bottom-up ship emission models, such as the STEAM 19 and MariTeam model 20,21 , offer a high-resolution representation of the sector at different aggregation levels (e.g., at a ship typelevel, region-level, route-level) that could be coupled to sectoral analysis in IAMs -as we will demonstrate in this study.…”

Section: Introductionmentioning

confidence: 88%

“…In this study, we aim to couple the full bottom-up MariTeam model 20,21 which combines ship technical speci cations, ship location data, and weather data in high spatial and temporal resolution obtained from satellite data to calculate emissions, with the MESSAGEix-GLOBIOM [24][25][26][27] framework, a dynamic systems-optimization modeling framework that enables comprehensive analyses of energy, economy, and the environment in the context of sustainable development and climate change mitigation. Through that, we aim to increase the robustness of how shipping is modelled using extensive data obtained from the MariTeam model, while integrating the sector with the global energy sector.…”

Section: Interfacing Sectoral Targets and Global Scenarios For Shippi...mentioning

confidence: 99%

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Maritime sector transition pathways towards net-zero within global energy scenarios

Kramel,

Krey,

Fricko

et al. 2024

Preprint

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The maritime sector's pathway towards decarbonization will not occur in isolation but rather intricately linked with the broader global energy, economic, and political systems. Yet, existing literature often overlooks this integrated perspective, focusing primarily on sector-specific strategies without considering societal changes and energy availability on a global scale. To bridge this gap, we employ a novel approach by coupling the MariTeam ship emission model within the MESSAGEix-GLOBIOM integrated assessment framework to examine the potential impacts of various energy, agriculture, economy, and climate scenarios on the maritime sector's trajectory towards achieving net-zero emissions around 2050, as mandated by the International Maritime Organization (IMO). Through our integrated modeling framework, we demonstrate that the maritime sector could have access to enough renewables to achieve substantial emissions reductions with minor implication in final product costs (median of 5%, with a second quartile range of 1% and a third quartile range of 17%). Our analysis also reveals that achieving the IMO’s goal is technically feasible while highlighting the importance of initiating the transition well before 2030, leveraging a triad of solutions by 2050 comprising energy efficiency improvements, biofuels, and blue ammonia. Each of these solutions is estimated to contribute to approximately one-third of emissions abatement within the sector, paving the way for further adoption of green ammonia and hydrogen by the end of the century. By considering broader societal and energy dynamics, our study offers valuable insights into the possible pathways for achieving the net-zero goals in the maritime sector.

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Section: Introductionmentioning

confidence: 88%

Section: Interfacing Sectoral Targets and Global Scenarios For Shippi...mentioning

confidence: 99%

Maritime sector transition pathways towards net-zero within global energy scenarios

Kramel,

Krey,

Fricko

et al. 2024

Preprint

View full text Add to dashboard Cite

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“…In regular waves, the added resistance can be calculated by the DTU in-house method [176], while the ITTC [177] method can estimate the added resistance in irregular waves. Many other methods based on the towing tank tests have been proposed, providing related correction coefficients for various types of ships in STA1, STA2 [178], NTUA-SDL2 [179], and SNNM [180], as reported in [181]. Such simple models only require the ship's overall parameters and voyage speeds, providing fast calculations for the design and simple estimations.…”

Section: Propulsion Power and Hull Resistancementioning

confidence: 99%

Transient Performance of Gas-Engine-Based Power System on Ships: An Overview of Modeling, Optimization, and Applications

Wu,

Li,

Chen

et al. 2023

JMSE

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Liquefied natural gas (LNG) is widely regarded as the midterm solution toward zero-carbon transportation at sea. However, further applications of gas engines are challenging due to their weak dynamic load performance. Therefore, the comprehension of and improvements in the dynamic performance of gas-engine-based power systems are necessary and urgent. A detailed review of research on mechanisms, modeling, and optimization is indispensable to summarize current studies and solutions. Developments in engine air-path systems and power system load control have been summarized and compared. Mechanism studies and modeling methods for engine dynamic performance were investigated and concluded considering the trade-off between precision and simulation cost. Beyond existing studies, this review provides insights into the challenges and potential pathways for future applications in decarbonization and energy diversification. For further utilization of clean fuels, like ammonia and hydrogen, the need for advanced air–fuel ratio control becomes apparent. These measures should be grounded in a deep understanding of current gas engines and the combustion characteristics of new fuels. Additionally, the inherent low inertia feature of electric power systems, and consequently the weak dynamic performance when adopting renewable energies, must be considered and studied to ensure system reliability and safety during transient conditions.

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“…Monitoring and inventorying ship emissions have traditionally been done by bottom-up modelling using ship Automatic Identification System (AIS) data combined with emission factors (e.g. Jalkanen et al, 2009Jalkanen et al, , 2012Woo and Im, 2021) and very recently also combining meteorological factors in the resistance modelling (Kim et al, 2023). Establishing accurate emission factors and modelling the contribution of weather impact relies on model-testing, remote sensing and measurements conducted in both test-bed conditions and onboard.…”

Section: Introductionmentioning

confidence: 99%

Local ship speed reduction effect on black carbon emissions measured at remote marine station

Heikkilä,

Luoma,

Mäkelä

et al. 2024

Preprint

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Abstract. Speed restrictions for ships have been introduced locally to reduce the waves and turbulence causing erosion, and safety hazards, and to mitigate the air and underwater noise emissions. Ship speed restrictions could be used to minimise the climate impact of maritime transport since many air pollutants in ship exhaust gas are reduced when travelling at lower speeds. However, for example, methane and black carbon emissions do not linearly correlate with the load of internal combustion engines. Therefore, the effect of speed restrictions may not be trivial. Black carbon concentrations from ship plumes were examined at the remote marine site in the Finnish Southwestern archipelago. Ships with service speeds over 15 knots and equipped with an exhaust gas cleaning system were analysed for black carbon emissions as a function of speed. Both unadjusted and weather-adjusted main engine loads were modelled to determine load-based emission factors. Black carbon concentration per kilogram of fuel decreased as a function of engine load. However, as calculated per hour the black carbon emission increased as a function of ship speed except around a constant emission area, which was roughly 15–20 knots. In terms of local air quality, total black carbon emission per nautical mile was the highest around the halved speeds, 10–13 knots, or when the speed was higher than 20–23 knots. From a climate warming perspective, the CO2 emissions dominated the exhaust gas and reducing the speed decreased the global warming potential in CO2 equivalent both per hour and per nautical mile.

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Modelling of ship resistance and power consumption for the global fleet: The MariTEAM model

Cited by 18 publications

References 40 publications

Maritime sector transition pathways towards net-zero within global energy scenarios

Maritime sector transition pathways towards net-zero within global energy scenarios

Transient Performance of Gas-Engine-Based Power System on Ships: An Overview of Modeling, Optimization, and Applications

Local ship speed reduction effect on black carbon emissions measured at remote marine station

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