can look at whether a new kind of fuel can clean up the shipping industry. there's more news on our website that's dw dot com. you can also falls on social media. our handle there is at the w news. i'm on the lease of thanks for watching the driven by greece in the 2000, the storage of band engaged in various time risk business practices raised for ever higher profit. and then the epic, the mind of a german institution. the judge, authentic story starts may seconds on the w. this engine is a huge task for the shipping industry to clean up a deck and 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 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 in 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 of 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 to become a neutral. you must caps that accommodate in minutes when burned. 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 to market with a shelf 35 to 60 percent in 2050. but the few pieces of the puzzle are still missing a very big one. the ends up. well, that's one mess up 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 any fuel. as you can see, there are full cylinders. 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 full 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. rushed most home bit strong. how is this ends 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 ceiling that to combust, but they are not the only modul pots. so one of the most essential components on the engine is actually the ammonia shooting fixtures. ammonia doesn't have a very, very high calorie freaked value. so. so what is the television value? it is essentially the energy it can contain within a certain volume, sofa, ammonia, v. we need to have very low fee to enter just compared to existing fuel oil engine

in texas. and i think 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, 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 inject a small amount of time in order to initial end, stabilize the complex. you basically help the ammonia to ignite with what's called a pilot fuel. so fuel that ignites easy other pneumonia, diesel for example. this. so, i mean, you just look at least massive cylinder

saying how big 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 30 sensors, they have been measuring all kinds of emissions coming out of it. the good news they have 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 i 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 accomplish and pressure the combustion timings. and dab i also that 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 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 cox. 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 travel through the layers and outcomes, nitrogen, water vapor. and they 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 engine decreases depending on how your engine is sets up. this can lead to more nitrogen oxides emissions, which react uh would need to deal with at the same time, the reactors effectiveness decreases due to the low temperature that 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 relative insights when it comes to important details. so it says how the load 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 emission. 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'll being a critical journalist style. good, like we all know marketing people who are of these condo permissions has been underestimate to before. for example, in the case of methane, 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 illuminated in some engine concepts and minimize in others. and the d. n v g l study, assume the methane slips, the full 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, the 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 economy plan to deliver the 1st commercial design of the engine in 2024. the 1st ships 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 send you a 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 is, would need a lot more storage space, then fossil marine oil. but how much exactly we we have the study on a 15000 t u container, so that a robber launch contain of this thing that goes to pacific, choosing a bore 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, was a futile one. in equivalents 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 smart of the integrated and have a relatively limited impact. according to the calculations up to $1100.00 fuel containers if you want the same range. 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 as about 3 to 3 and a half times more expensive yet compared to other renewables. shipping fuels like methyl ammonia is still calculated to be cheap. 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, no 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 would apply to about 600000000 tons of ammonia to fully develop an ice. this is fake, as of 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 single only 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 must so for electrolytes us

for these at an industry scale. hardly the global capacity for these electrolytes was as 0.2 gigawatts, 213 gigawatts had been announced to be built according to the european maritime 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 solution that they need to do for them. they need to build an actual commercial size 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 all channel reposed of it is on the

environment. every friday the year old cell phone, laptop, tv, or refrigerator still often end up in illegal landfills, in asia or africa poisoning both people and the environment. but what about the ocean vessels that brought you these products? they are exposed to a nor most forces in the high seas. after a maximum of 30, sometimes even 15 years, they have to be scrapped. but there are different ways to do that. today will also be taking a look at apartment hunting. is it better to buy or rent.