used as a clean fuel in the shipping industry and as ever have is more news on our website to 247 that is at dw dot com and on the youtube and the social media channels, you need to look for at doing news. i'm gonna respond to your input and thanks so much for watching. see you in about 45 minutes. thank you. by the big ocean view companies play a role in the destruction of the rain forest. the letter for luxury cars. awesome comes from illegal capital funds in the amazon yet the supply chains does matter to the view industry. the illegal leather stats may said on d w. this engine is a huge side of full shipping industry to clean up is that it

runs on pneumonia 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 the silver bullet. it's now responsible for 3 percent of the level emissions for 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 of ammonia, which even your body for use has annual sweats, or we 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 a mutually. you must tap. so the cognitive minutes when birds and that's why it's

expensive to do with ammonia. there's no need for this so projections that ammonia will dominate the ship fuel market with the sale. 35 to 60 percent in 2015. but the few pieces of the puzzle are still missing a very big one. the ends up. well, that's one mess of ends. 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 any fuel. as you can see it, 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. i am, am 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 ends in, 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 ends in different from a normal diesel engine? first and foremost, we need to apply and a diesel 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 sit in the to combust, but they're not the only modul pots. 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 victoria you so. so what is color vision value? it is essentially the energy it can contain within a certain volume, sofa ammonia, v. we need to have very low fee to contact us compared to existing fuel our engine

injectors. 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. once ammonia 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, that 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 molecule, our relatively strong. and that's how we simply need to intake this for the amount of time to initiate that and stabilize the come from. you basically help the ammonia to ignite with what's called a pilot fuel. so fuel that ignites easy other pneumonia, diesel, for example, like this. so, i mean,

you just look at least massive cylinders saying how 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 potions 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 30 sensors, 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. the end of 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, meaning you have a lot of paternity is when it comes to control, need to accomplish and pressure the combustion timings. and that by also the temperatures and those handles alone allow us to avoid the formation 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 can reduce the emissions. so nitrous oxide emissions can be dealt with according to m a. m, 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 cox. the engines exhaust travels through honeycomb like filters and cars. ammonia needs to be added as it's essential for the process to what brought in an ammonia

ends, and you already have some ammonia left over in the exhaust gas, nitrogen oxides and ammonia, and travel through the layers and outcomes, nitrogen, water vapor, and a small amount of nitrogen oxides compliant with emission regulation. this works rates when the engine is running, it's the power. but when it's not the temperature in the ends increases depending on how your engine is sets up. this can lead to more nitrogen oxides emissions, which are re what need to deal with. at the same time, the reactors affect dismissed decreases due to the low temperature it is an ongoing on the project and we will scale it off from one cell and so forth. and then does, and during that process we will gain a lot of the relative decides when it comes to important details. so it says how the load it depends when it comes to the emissions, etc. so right now you don't really know when such an engine would run at the level

of what the emissions are going to be. that is correct. but you don't really release while your car and findings on the level of and this is, this is an ongoing on the process. and once we scale it up, once we get that over to you and transparency, of course, those details will be communicated to mark. you being a critical journalist though like we are not marketing people who are these kind of emissions has been underestimate to before. for example, in the case of maintain for ships that run on l. n. z engines, i guess that is 28 times more coats and as heating the planet compared to c o. 2. in 2015, the wording was maintained. slip has now been practically eliminated in some ends and concepts and minimize in others. and the d. n. v g l study assume the methane slip fulfilled 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 public subsidies? 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, guarantee levels of greenhouse gas emissions. m a m says the economy 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, the ships need to be redesigned because ammonia has a low energy density,

expand your regular marine diesels. 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 a valuable cargo capacity. and because of ammonia, a smaller energy density, it would need a lot more storage space, then fossil marine oil. but how much exactly we we have on it as study on a 15000 t u container, so that a rather large contain eventually that goes between 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 or maybe be about 8000 cubic meters, what was a futile want in equivalents of ammonia,

you would need about 20000 to business with. so the space that, that change if it was a $1.00 to $1.00 comparison of the calories value one 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 relatively limited impacts. according to their calculations, up to $1100.00 fuel containers if you want the same rate. so ammonia comes with a higher overall price, sick 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 renewable shipping fuels like methyl ammonia is still calculated to be cheap button. and the price of the green ammonia from this tank heavily

depends on where you generate the renewable electricity use to use that. and that's where 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 of 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 to give the heat them up, put them through an am calculus and a process called the 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 the global shipping demand space, as it is now. and if we don't have significant energy efficiency improvements between non 2050 global shipping would apply about 600000000 pounds of ammonia to fully do compromise. this is take us off the sustainable amount of time transport lead fold a 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 single on 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 meet max. so for electrolyze us for these at an industry scale, hardly the global capacity for these electrolyze is 0.2 gigawatts. $213.00 gigawatts has been allowed 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 attack, it looks great on paper. no, 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 then they need to build an actual commercial sized engine. and pass that for long the amount of time to get more data. so this technology needs to complete a little less 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 our channel we posted it is on the environment every friday. the presidential elections in russia of the usual full gun conclusion was nothing left to chalk. not even the desk in jail, as the leading opposition figure elect, saying about me, whose name postern couldn't bring himself to speak. my guest is the russian commentary to andre kalashnikov, who had split kindly. he rush, are you ready just sent that in moscow? wasn't of only such a serious threat to put in his regime that he had to be killed either to be imprisoned when it was a threat to pretend that competitor may be invisible in an information. feel about the same time. quite mighty and waiting.