shipping industry, there's more news on our website, that's dw comp. i'm on manage this thanks for joining us. the, the big ultimate video companies play a role in the destruction of the rain forest. the letter for luxury cost often comes from illegal capital funds in the m, as in yet the supply chains does mess a tv deal industry. and legal as a stops may said on dw, this engine is a huge side of full shipping industry to clean up a deck and runs on ammonia. and that means it can propel us, it without anything. any common in theory is produced with renewable energy.

ammonia submissions are close to 0 and the shipping industry really needs a silver bullet. it's not responsible for free percent of global emissions, but this micro to 10 percent because basically everyone is shipping goods around the world. but this engine has the potential to reduce those drastically. is this really the solution, the quick chemistry lesson before we get to the ends and ammonia, which even though, but if you use this, annual sweats only will consist of one mattress and at them and 3 hydrogen atoms what's not in their common. that's why that and any common emissions in the real world, it looks a bit different, but more on that nature. another advantage of the missing common item is that it makes ammonia cheap compared to other fuel options like methyl that's because for methyl no to become unusual. you must cap. so the carbonated minutes when burned. and that's why it's expensive to do with ammonia. there's no need for this. so

projections are the ammonia will dominate the ship to market with a shelf 35 to 60 percent in 2050. but a few pieces of clothing are still missing a very big one. the ends up. well, that's one message ends up. as of now, ammonia engines for large container ships have yet to go into commercial production . i'm really curious how this is actually going to save an issue that you can see. there are also lenders, most people don't realize it's actually a cylinder because they are so we know each of them is the 50 centimeters wide. this is the research facility of engine design, a. m a n summit. know them for the trucks, but they also develop really big engines to really, really big ships. they were the only company that would let us boom and ammonia engine in develop it pack $6700.00 holes. paula: and when it's finished,

it's going to be as big as a family home. and this is the guy showing me around today. rus most home bit straw . how is this n as in different from a normal diesel engine? first and foremost, we need to apply an additional set of components on the engine. and this is essentially the components you see right here. so 1st of all, you have the yellow piping right here. these parts deliver the ammonia into the cylinder to combust, but they are not the only modul pods. so one of the most essential components on the engine is actually that ammonia shooting fixtures. ammonia doesn't have a very, very high calorie freaked value. so. so what is calibration value? it is essentially the energy it can contain within a certain volume, sofa ammonia, and we need to have very low fee to contact us compared to existing beauty or

engine inject us and that, and that is, of course, a design challenge. this also makes it difficult to store enough ammonia on ships, but let's stick with the engine 1st one. so monia enters the ceiling, the end is supposed to ignite, that's when it becomes really challenging, chemically speaking, ammonia is difficult to set the light as we can see here, inside the cylinder, it only self ignites at around 650 degrees celsius ended. burns about 12 times slow . well then fossil marine fuels. that's because the chemical bonds with in the ammonia, a molecule our relatively strong. and that's why we simply need to intake this, mona mama added on to initiate and then stabilize the combustion. you basically help the ammonia to ignite with what's called a pilot fuel. so fuel that ignites easy other pneumonia, diesel, for example. so, i mean, you just look at least mass cylinder

ss and say, you know, this combustion also produces malta and nitrogen. these don't burn and slow down the combustion and a slow combustion can lead to byproduct and they are a big issue. the names almost sound the same nitrogen oxides and nitrous oxide. nitrous oxide is 273 times more potent, executing the front of then c o 2 nitrogen oxides on the other side. and this man has been testing the engine since july 2023. and with over the defenses they've been measuring all kinds of emissions coming out of it. the good news, they are between 85 and 90 percent lower than those of a heavy fuel. and the major challenge still is getting rid of both nitrous oxide and nitrogen oxides emissions. so one big concern also,

nitrous oxide emissions with these engines. how do you get rid of them? well, i mean, you have a lot of paternity is when it comes to control, need to come rushing, pressure the combustion timings and that by also the temperatures. and those handles alone allow us to add why deformation of nitrous oxide as a rule of thumb, higher combustion temperatures lead to less nitrous oxide emissions. but how much oxygen you put it also plays a role tweaking these bear me just 10, reduce the emissions. so nitrous oxide emissions can be dealt with according to m am, but they are still the pores list nitrogen oxides emissions. this is a catalyst and those require a catalytic reduction react to similar to a car. the engines exhaust travels through honeycomb like filters and cars. ammonia needs to be added as it's essential for the process to work. but in an ammonia engine, you already have some ammonia left over in the exhaust gas,

nitrogen oxides and ammonia, and to travel through the layers and outcomes, nitrogen, water vapor, and a small amount of nitrogen oxides compliant with emission regulations. this works great when the engine is running, it's the power but when it's not the temperature and the ends increases depending on how your engine is set up. this can lead to more nitrogen oxides emissions, which area what need to deal with? at the same time, the reactors effectiveness decreases due to the low temperature the it is an ongoing on the project and we will scale it all from once and on this so far as the lenses. and during that process, we will gain a lot of well, it inside. so when it comes to important details, so it says how the load depends when it comes to the emissions, etc. so right now you're done for the know when such an engine would run after load

what the emissions are going to be. that is correct. but you don't really release what your car in findings on the level of emissions. this is an ongoing on the process and once we skated up, once we get clarity and transparency, of course, those details will be communicated to mark you being and critical general is the real marketing people who it's of these kindles emissions has been underestimate to before. for example, in the case of nita in for ships that run on l. n. z engines, i guess that is 28 times more potent as heating the planet compared to c o 2. in 2015, the wording was maintained slip has now been practically eliminated in some engine concepts and minimize in others. and the d. n v g l study, assume the methane slips before stroke engines at 1.5 percent of the fuel today, we know it's more like 6 to 8 percent. thanks to scientists and literally over

lindsey ships with a helicopter. and to measure those emissions stores this cancels out some of the assume climate benefits of those ships. why would you say that the probably, except for these, okay, these engines are fine now. well it, it's, it's, it's a fast point. so when it comes to ammonia engines in the future, of course, we will have to provide clarity and transparency in the industry that by also committing to to said, guaranteed levels of greenhouse gas emissions. m a n says the country plan to deliver the 1st commercial design of the engine in 2024. the 1st ship, fitted with one is due to set sail in 2026. but for that to happen, even more things need to fall into place. for example, it fits need to be redesigned because ammonia has a low energy density and your regular marine diesel. so the tank needs to be bigger . to pack the same amounts of energy. that's an additional safety measure because

ammonia is extremely toxic. if you're exposed to it for too long, you can die. so you need extra service tang systems to capture and recirculate the ammonia plus good ventilation. and of course, these extra layers of security costs money and take up valuable cargo capacity. and because of ammonia, a smaller energy density is, would need a lot more storage space, then fossil marine oil. but how much exactly we we have on this study on a 15000 t u container. so the launch contain of this thing that goes to pacific, choose singapore and europe. this is close call god, who researches, how to reduce shipping emissions as an industry think tech. if you look at what is the traditional storage capacity into an oil, maybe be about 8000 cubic meters, was a futile one. in equivalence of ammonia, you would need about 20000 me. this was so the space that, that change, if it was

a one to one comparison of the kind of research value you want to carry on board, of course, has a huge impact. and you would risk taking out, save a 100 based off, contain carrying capacity. but if you build it in smartly from the very 1st day of your new building design, you can actually very small the integrated and have a relatively limited impact. according to their calculations, up to $1100.00 fuel containers if you want the same range. so ammonia comes with a higher overall price stick compared to fossil fuels. that is reviewed by the european maritime safety agency. assume using ammonia is about $3.00 to $3.00 and a half times more expensive yet compared to other renewables. shipping fuels like methyl ammonia is still calculated to be cheaper. and the price of the green ammonia from this tang heavily depends on where you generate the renewable electricity. use to use it,

and that's what another challenge stops. there is new green ammonia production at scale today. most of the ammonia produced today is great ammonia made from fossil fuels according to the international energy agency. while bonding it is clean, lots of carbon gets released before that total emissions even higher than those of conventional marine fuel. for the production l green ammonia, you use renewable electricity to split water into hydrogen and oxygen using a process called electrolysis in a separate process. you isolate nitrogen from the air, then very simply speaking, you put nitrogen and hydrogen together, feed them up, put them to and i am. capital is in a process called hobb bush. and at the end of this process, you get an h 3. so ammonia, this process uses a lot of energy and for the ammonia to be sustainable, you need a lot of renewable energy. so you do it in places whether it's a lot of sun,

for example, countries like spain, sheila, morocco, now media, egypt, for example. many of these countries have limited renewable energy capacity install it today. and this ex, board of green ammonia could compete with the colonizing the local grids based a global shipping dim on space as it is now. and if we don't have significant energy efficiency improvements between non 2050 global shipping voted by about 600000000 tons of ammonia to fully develop an ice, this is fake ass off the sustainable amount of time transport lead full the think tank, transport and environment. but some projections show that shipping industry is demand could increase by 50 percent between now and then. and that would mean that would need to have up to $900000000.00 times of grand pneumonia assuming that the green and when it is the only sing along the fuel. the shipping industry eventually relies on just to give you an idea of how big of a lead for what is needed. remember, the electrolysis match. so for electrolytes us for these and an industry scale.

hardly the global capacity for these electrolyzer is 0.2 gigawatts, $213.00 gigawatts has been announced to be built according to the european mo, time safety agency. but the capacity required to meet demand for mon. yeah. would be 2000 gigawatts. like with every new tech, it looks great on, hey, boss, know, or a very small amount of emissions engines can be retrofits a and it's scalable. everything is perfect, but then companies won't release the data currently that testing it on one cylinder, they need to do for them. they need to build an actual commercial size engine and pass that for along the amount of time to get more data. so this technology needs to complete a little list before it can bring down shipping submissions by 90 percent. if you did like this video, please comment on it like it, share it and don't forget to subscribe to. i'll tell we've posted it is on the

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